KR102109475B1 - Actuator of vehicle and apparatus for controlling stability of vehicle with the said actuator - Google Patents

Abstract

The present invention proposes a vehicle actuator having a backlash reduction mechanism for preloading gears located in the axial direction and a position sensor mounted near a motor located therein, and a vehicle attitude control device having the same. A vehicle actuator according to the present invention includes a fixed stabilizer bar fixed to one side of a housing; A rotatable stabilizer bar rotatably mounted on the other side of the housing; A multi-stage planetary gear set including a sun gear, a planetary gear and a carrier and provided inside the housing; A motor including a stator generating magnetic force when a power is applied and a rotor rotating with magnetic force and provided inside the housing; And a backlash reduction mechanism for preloading the sun gear axially on one side of the multi-stage planetary gear set.

Description

Vehicle actuator and vehicle attitude control device having same {Actuator of vehicle and apparatus for controlling stability of vehicle with the said actuator}

The present invention relates to an actuator mounted between stabilizer bars supporting each side wheel and a vehicle attitude control device for controlling the attitude of a vehicle using the actuator.

ARS (Active Roll Stabilizer) is a device that increases the safety and riding comfort of a vehicle by changing the stiffness of a stabilizer bar. The ARS controls the lateral attitude of the vehicle by suppressing the vehicle roll when turning the vehicle to increase stability or by distributing the roll stiffness of the front / rear wheels. In addition, the ARS can improve the ride comfort by reducing the stiffness of the stabilizer bar when driving the vehicle straight, thereby reducing the impact from the road surface.

Korean Patent Publication No. 2008-0040058 describes an ARS composed of stabilizer bars located on the left and right sides. However, such ARS has a problem in that coaxial precision is poor when coaxial or various gear devices are aligned between left and right stabilizer bars.

In addition, when a helical gear is used, thrust is generated. At this time, if there is a clearance between the shafts, the gears move in the axial direction by thrust, which is disadvantageous to efficiency and noise.

In addition, there is a problem in that the interior of the actuator constituting the ARS has no sensor for determining the relative angle of the stabilizer bar in addition to the sensor required for motor rotation, and thus the vehicle needs to rely on a signal from a garage sensor or other actuator.

The present invention has been devised to solve the above problems, a vehicle actuator having a backlash reduction mechanism for preloading gears located in the axial direction and a position sensor mounted near a motor located inside, and a vehicle attitude control having the same. The object is to propose a device.

However, the object of the present invention is not limited to the above-mentioned matters, and other objects not mentioned will be clearly understood by those skilled in the art from the following description.

The present invention was devised to achieve the above object, a fixed stabilizer bar fixed to one side of the housing; A rotatable stabilizer bar rotatably mounted to the other side of the housing; A multi-stage planetary gear set including a sun gear, a planetary gear and a carrier and provided inside the housing; A motor including a stator generating magnetic force when a power is applied and a rotor rotating with the magnetic force and provided inside the housing; And a backlash reduction mechanism for pre-loading the sun gear in an axial direction on one side of the multi-stage planetary gear set.

Preferably, the backlash reduction mechanism part is assembled by using a spring and a steel ball inside the shaft of the fixed stabilizer bar through the motor from the carrier.

Preferably, the vehicle actuator further includes a position sensor that detects a relative angle between the fixed stabilizer bar and the rotating stabilizer bar.

Preferably, the position sensor is mounted between the motor and the fixed stabilizer bar in the housing.

Preferably, the vehicle actuator further includes a motor / sensor power supply that supplies power to the motor and the position sensor together.

Preferably, the position sensor detects the relative angle based on the rotational force obtained through the backlash reduction mechanism connected to the reducer.

In addition, the present invention is to control the posture of the vehicle, a fixed stabilizer bar fixed to one side of the housing; A rotatable stabilizer bar rotatably mounted to the other side of the housing; A multi-stage planetary gear set including a sun gear, a planetary gear and a carrier and provided inside the housing; A motor including a stator generating magnetic force when a power is applied and a rotor rotating with the magnetic force and provided inside the housing; A backlash reduction mechanism unit for pre-loading the sun gear in an axial direction on one side of the multi-stage planetary gear set; And a position sensor detecting a relative angle between the fixed stabilizer bar and the rotating stabilizer bar; A first electronic control device for detecting the roll angle of the vehicle based on the relative angle; And a second electronic control device that calculates torque for compensating the roll angle, and controls the actuator based on the torque.

Preferably, the first electronic control device detects a twist angle generated when the vehicle turns at the roll angle.

The present invention can provide the following effects by providing an actuator including a backlash reduction mechanism for preloading gears located in the axial direction and a position sensor mounted near a motor located therein, and a vehicle attitude control device including the actuator. .

First, by controlling the twist angle of the stabilizer bar, it is possible to realize an active rolling suppression effect by minimizing rolling that is generated from the vehicle body to the left and right.

Second, it is possible to improve the sense of stability that passengers feel due to rolling suppression.

Third, it is possible to improve the ride comfort by eliminating the inconvenience of passengers due to the vehicle being tilted during cornering.

1 is a lower schematic view of a vehicle equipped with an ARS (Active Roll Stabilizer) system.
2 is a comparison diagram comparing a vehicle equipped with an ARS system and a vehicle not equipped with an ARS system.
3 is a first exemplary view of an ARS system mounted on a vehicle.
4 and 5 are second exemplary views of an ARS system mounted in a vehicle.
6 is a functional diagram of an ARS system mounted on a vehicle.
7 is a cross-sectional view showing the internal configuration of an actuator according to a preferred embodiment of the present invention.
8 is a flowchart illustrating a method of controlling a posture of a vehicle using the actuator of FIG. 7.
9 is a conceptual diagram showing a driving sequence of the actuator of FIG. 7.
10 is a partially enlarged view of the backlash reduction mechanism shown in FIG. 9.
11 is a partially enlarged cross-sectional view of the backlash reduction mechanism shown in FIG. 9.
12 is a conceptual diagram showing a concentric alignment processing unit interlocked with a backlash reduction mechanism unit.
13 is a reference diagram for explaining driving of a vehicle to which the present invention is not applied.
14 is a reference diagram for explaining driving of a vehicle to which the present invention is applied.
15 is a graph showing a change in roll angle according to vehicle turning.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. First, when adding reference numerals to the components of each drawing, it should be noted that the same components have the same reference numerals as possible even though they are displayed on different drawings. In addition, in describing the present invention, when it is determined that detailed descriptions of related well-known structures or functions may obscure the subject matter of the present invention, detailed descriptions thereof will be omitted. In addition, although preferred embodiments of the present invention will be described below, the technical spirit of the present invention is not limited to or limited thereto, and can be variously implemented by a person skilled in the art.

1 is a lower schematic view of a vehicle equipped with an ARS (Active Roll Stabilizer) system. And FIG. 2 is a comparison diagram comparing a vehicle equipped with an ARS system and a vehicle not equipped with an ARS system.

The ARS system is a device that increases the safety and riding comfort of the vehicle by varying the rigidity of the stabilizer bar. As shown in Fig. 2 (a), the ARS system controls the lateral attitude of the vehicle by suppressing the vehicle roll when turning the vehicle to increase stability or by distributing the roll stiffness of the front / rear wheels. 2B is an example of a vehicle without an ARS system.

In addition, the ARS system improves ride comfort by reducing the stiffness of the stabilizer bar when driving the vehicle straight, thereby reducing the impact from the road surface.

A vehicle equipped with an ARS system as shown in FIG. 2 (a) includes an actuator 110 and two stabilizer bars 120 and 130. The actuator 110 may be implemented as an electric rotary actuator. One of the two stabilizer bars 120 and 130 may be implemented as a fixed stabilizer bar, and the other may be implemented as a rotating stabilizer bar. It is also possible that both stabilizer bars 120 and 130 are implemented as a rotating stabilizer bar.

The vehicle to which the present invention is applied is a vehicle equipped with an ARS system, and controls the attitude of the vehicle using the ARS system. 3 is a first exemplary view of an ARS system mounted on a vehicle.

Front ARS 211 is a rotary actuator for adjusting the torsional force of the stabilizer bar connecting the two front wheels FR and FL. And rear ARS (Rear ARS) 212 is a rotary actuator for adjusting the torsional force of the stabilizer bar connecting the two rear wheels (RR, RL).

The actuator ECU 220 is an ECU for driving the actuator of the front wheel ARS 211 and the actuator of the rear wheel ARS 212.

The brake ECU 240 is an ECU for an operation related to a brake, such as an anti-lock brake system (ABS) or an electronic stability control (ESC). The wheel speed sensor is a sensor that determines the state of the vehicle such as speed, forward, reverse, turning, and stopping. The value measured by the wheel speed sensor is input to the brake ECU 240.

The steering wheel ECU 250 is an ECU for determining the steering state of the vehicle. The steering angle sensor is a sensor required to determine the state of the vehicle according to the steering angle, such as a position where the steering wheel is wound to the left and right of the front wheel. The value measured by the steering angle sensor is input to the steering wheel ECU 250.

YR (Yaw Rate sensor) 231 is a sensor for determining the motion of the vertical axis of the vehicle. The YR 231 detects rotation on the z-axis.

XG (X axis G sensor) 232 is an acceleration sensor for determining the forward and backward acceleration of the vehicle.

YG (Y axis G sensor) 233 is an acceleration sensor for determining the acceleration in the width direction of the vehicle.

4 and 5 are second exemplary views of an ARS system mounted in a vehicle.

In the ARS system shown in FIG. 3, that is, the ARS system according to the first embodiment, one ECU controls both the front wheel ARS and the rear wheel ARS. On the other hand, in the ARS system shown in FIGS. 4 and 5, that is, the ARS system according to the second embodiment, two ECUs 330 and 340 control the front wheel ARS 310 and the rear wheel ARS 320, respectively.

At this time, the front wheel ECU 330 as a master ECU (Master ECU) controls the DC-DC converter 350, a system such as a BMS (Battery Management System; 360), and the optimal torque value for each front wheel ARS ( 310) and rear wheel ARS (320).

The outline of the control logic is as follows. The master ECU finds the optimal roll angle through the steering angle, vehicle speed, and lateral acceleration, and calculates the torque value to obtain the roll angle and transmits it to the motor controller. The motor controller generates torque through current control, and thereby changes the angle of the stabilizer bar to perform attitude control of the vehicle.

15 is a graph showing a change in roll angle according to vehicle turning. 15 shows the test results of the ARS and the general stabilizer bar, and it can be confirmed that the ARS secures a smaller roll angle than the stabilizer bar, thereby improving the vehicle's turning stability.

6 is a functional diagram of an ARS system mounted on a vehicle.

The ARS system includes a first stabilizer bar, a second stabilizer bar, an actuator, a first electronic control device and a second electronic control device.

The first stabilizer bar is a stabilizer bar connected to one wheel of the vehicle. The second stabilizer bar is a stabilizer bar connected to the other wheel of the vehicle. One of the first stabilizer bar and the second stabilizer bar may be implemented as a fixed stabilizer bar and the other as a rotating stabilizer bar. It is also possible that both the first stabilizer bar and the second stabilizer bar are implemented as a rotating stabilizer bar.

The actuator 450 connects the first stabilizer bar and the second stabilizer bar and controls the posture of the vehicle.

The first electronic control device 430 detects the roll angle of the vehicle based on the sensing information 421 to 424 obtained from the sensors 420 mounted on the vehicle when driving 410. The first electronic control device 430 is the vehicle's wheel speed 422 by the wheel speed sensor with sensing information to detect the roll angle, the vehicle's acceleration 424 including the X-axis acceleration and the Y-axis acceleration, the vehicle The yaw rate of 423 and the steering wheel angle 421 of the vehicle using the steering angle sensor 421 are used. Then, the first electronic control device 430 detects a twist angle generated when the vehicle turns at the roll angle. The first electronic control device 430 may also be implemented, for example, with the brake ECU 240 and the steering wheel ECU 250 shown in FIG. 3.

The second electronic control device 440 calculates torque for compensating the roll angle of the vehicle based on the torque generated by the first electronic control device 430, and controls the actuator 450 based on the torque. . The second electronic control device 440 may also be implemented with the actuator ECU 220 shown in FIG. 3.

In general, a stabilizer bar is mounted to reduce the displacement caused by centrifugal force when turning the vehicle left and right.

In the present invention, by cutting and separating this general stabilizer bar from the center, a rotary actuator such as a front wheel ARS 211 and a rear wheel ARS 212 is configured to rotate the rotary actuator against the left and right sides of the vehicle due to centrifugal force when turning. By making the torsional force accordingly, the posture of the vehicle is actively made similar to the normal straight driving state through the stabilizer bars on both sides.

When the driving starts (410), information about driving of the vehicle (wheel speed 422), left and right tilting (yield 423, acceleration 424), steering wheel angle 421, etc. is obtained, and this The information is aggregated to each ECU (430), and an operation command is transmitted to the rotary actuator through the ECU 440 for operating the rotary actuator (450).

The stabilizer bars connected at both ends of the actuator are connected to the left and right suspensions by a stabilizer bar link. In this structure, by analyzing the data collected by the sensors 421 to 424, when a torque suitable for the situation is derived, the torque is output through a rotary actuator to operate the active stabilizer, from which the rolling moment of the vehicle is reduced to reduce ride comfort. Improve.

13 is a reference diagram for explaining driving of a vehicle to which the present invention is not applied. In Fig. 13, (a) shows a stationary vehicle, (b) shows a vehicle cornering to the right, and (c) shows a vehicle cornering to the left.

As shown in FIG. 13 (b), when the vehicle cornering to the right is viewed from the front, all of the vehicle body parts connected to the right wheel are raised from the existing position due to centrifugal force when the vehicle is turned, and, conversely, the left wheel The body parts connected to are lowered from the existing position, so the right side rises in the vehicle interior, and the left side sinks, so the passengers are shifted to the left side.

In the case of FIG. 13 (c), all of the cases of FIG. 13 (b) are operated in opposite directions.

14 is a reference diagram for explaining driving of a vehicle to which the present invention is applied. 14, (a) shows a stationary vehicle, (b) shows a vehicle cornering to the right, and (c) shows a vehicle cornering to the left.

An example of applying the present invention in place of the stabilizer bar of a general vehicle is as shown in FIG. 14. In the present invention, depending on the situation, the rotating stabilizer bar is twisted with an actuator in the middle of the stabilizer bar to be rotated to generate a desired angle difference between the fixed stabilizer bar and the like.

When turning to the right, the general vehicle will be the attitude of the vehicle that is tilted to one side as shown in FIG. 13 (b), but when the present invention is applied, the height of the vehicle as shown in FIG. 14 (b) is increased. The stabilizer bar is rotated toward the roof of the car to pull the lower arm on the right side of the vehicle to prevent the right side of the vehicle from rising, and the stabilizer bar on the left side of the vehicle increases the height lowered to the opposite side due to the relative rotation of the actuator, thereby increasing the left side of the vehicle. This sinking can be prevented to prevent the vehicle from leaning to the left.

On the other hand, as shown in FIG. 14 (c), when the vehicle turns to the left, the left side of the vehicle is raised by lowering the height of the vehicle by twisting the stabilizer bar on the left side of the vehicle and pulling the lower arm on the left side. To prevent this, the stabilizer bar in the right part of the vehicle is twisted toward the bottom of the car through relative movement to push the lower arm to increase the height of the sunken part, thereby preventing the right side of the car from sinking, thereby preventing the vehicle from tilting right.

The present invention can improve the turning stability of the vehicle due to these movements, and seek a comfortable ride feeling felt by the passenger.

Next, a vehicle actuator having a backlash reduction mechanism for preloading gears located in the axial direction and a position sensor mounted near a motor located inside will be described.

The purpose of the present invention is as follows.

First, by using a rotary actuator in the middle of the stabilizer bar, torque is generated and the stabilizer bar is twisted to compensate for the left and right tilt of the vehicle, thereby realizing the vehicle body stability assist function.

Second, the clearance of the gear devices of the actuator is reduced to eliminate backlash and increase concentricity.

Third, it is possible to know the vehicle state by connecting the position sensor and the output, and configure the electric wires to supply the power of the motor and sensor together.

7 is a cross-sectional view showing the internal configuration of an actuator according to a preferred embodiment of the present invention.

The actuator 500 proposed in the present invention includes a rotating stabilizer bar 510, a fixed stabilizer bar 520, a multi-stage planetary gear set 530, a motor 540, a backlash reduction mechanism 550, and a position sensor 560. And a motor / sensor power supply 570.

The motor 540 is a component that generates a driving force by rotating the rotor with magnetic force generated by the stator when power is applied.

The multi-stage planetary gear set 530 is composed of a sun gear, a planetary gear, a carrier, etc., and acts as a reducer in which the gear ratio increases as the number of stages is increased.

The fixed stabilizer bar 520 is fixed to the housing 580.

The rotating stabilizer bar 510 is a component that is connected to the final output of the multi-stage planetary gear set 530 and transmits rotational force through a motor 540, a reduction gear, and the like.

The backlash reduction mechanism unit 550 functions to reduce efficiency and noise by reducing the clearance between the shafts of the sun gears constituting the multi-stage planetary gear set 530.

The position sensor 560 is a sensor for checking the relative angle between the fixed stabilizer bar 520 and the rotating stabilizer bar 510. In this embodiment, the position sensor 560 is mounted inside the ARS actuator 500, and even if there is no sensor in the vehicle, the stationary stabilizer bar 520 and the rotating stabilizer bar 510 are used by using the sensors of the ARS actuator 500. It is configured to detect the relative angle of the liver, and transmits the relative angle to the ECU so as to grasp the state of the vehicle.

The motor / sensor power supply 570 is configured to position the position sensor 560 close to the motor 540 to facilitate wiring for power supply.

8 is a flowchart illustrating a method of controlling a posture of a vehicle using the actuator of FIG. 7.

First, the ECU determines whether to drive the actuator (S610). When the vehicle starts driving, various driving information is acquired by sensors such as wheel speed, yaw rate, acceleration, and steering angle. When the ECU collects the driving information, it transmits an operation command to the actuator. Thereafter, the ECU supplies power to the actuator (S620), and the motor generates rotational force using the supplied power (S630).

Thereafter, the multi-stage planetary gear set is driven (S640). First, the primary (1st) sun gear rotates (S641), then the primary (1st) planetary gear rotates in consideration of rotation and revolution, and then the primary carrier rotates (S642). Subsequently, the secondary (2nd) parts such as the secondary sun gear, the secondary planetary gear, and the secondary carrier rotate (S643), and then the tertiary (3rd) parts rotate in sequence (S644).

When the tertiary carrier rotates, its output is transmitted directly to the stabilizer (S650), and the stabilizer bar is transmitted to the suspension arm through the step bar link (S660) (S670). As described above, in the present embodiment, when the left and right sides of the vehicle are inclined, the stabilizer bar is twisted to transmit the twisting force to the suspension through a link.

Meanwhile, the backlash reduction mechanism connected to the tertiary carrier performs a backlash reduction function by using rotation of the tertiary carrier (S680). In detail, the backlash reduction mechanism unit applies an axial load to the tertiary carrier, secondary sun gear, primary sun gear, etc. through spring compression (S681) (S682), rotation of the tertiary carrier, secondary sun gear, primary sun gear, etc. Remove the backlash through (S683).

Thereafter, the position sensor detects the relative angle between the stabilizer bars through the backlash reduction mechanism and provides it to the ECU (S690).

The actuator according to the present invention is an actuator for operating the active stabilizer bar, as shown in FIG. 7, the order of the rotating stabilizer bar 510, the multi-stage planetary gear set 530, the motor 540, and the fixed stabilizer bar 520 Is assembled into.

In order to reduce the clearance of the gear units inside the actuator 500 and reduce the backlash to reduce noise and increase efficiency, the backlash reduction mechanism unit 550 has a three-stage carrier (configuration including a primary carrier, a secondary carrier, and a tertiary carrier) It penetrates the motor 540 from the opposite fixed stabilizer bar 520 is assembled with a spring and a steel ball inside the shaft.

The backlash reduction mechanism unit 550 reduces the thrust generated in the helical gear by preloading the sun gear of the multi-stage planetary gear set 530 in the axial direction, thereby reducing the clearance of the gear device.

There is a position sensor 560 between the motor 540 and the fixed stabilizer bar 520, and the rotational force is transmitted to the position sensor 560 through the backlash reduction mechanism unit 550 connected to the reducer and rotates with the fixed stabilizer bar 520. The position (angle) state between the typical stabilizer bars 510 can be known, and the left / right leaning state of the vehicle can be grasped only with the ARS actuator.

9 is a conceptual diagram showing a driving sequence of the actuator of FIG. 7.

As described above, the actuator according to the present invention is characterized by including a backlash reduction mechanism part and a position sensor. When power is applied (S710), a rotational force is generated in the motor (S720), and a rotational force that increases torque through a gear is generated (S730), and the rotational force is transmitted to the staff bar (S740). Finally, the rotational force is transmitted to the vehicle suspension to control the attitude of the vehicle.

10 is a partially enlarged perspective view of the backlash reducing mechanism shown in FIG. 9. And FIG. 11 is a partially enlarged cross-sectional view of the backlash reduction mechanism shown in FIG. 9.

The position sensor is composed of a position sensor fixing part 764 and a magnet type position sensor rotating part 761.

The backlash reduction mechanism comprises a backlash reduction and position sensor connecting rod (763), a backlash reduction spring (765), a rotating and spring fixing steel ball (766), and one end of the rod (763) connected to a three-stage carrier It is designed to transmit the rotational force to the other side.

In the present invention, the angle difference between the left and right stepbars can be detected by connecting the rotating part transmitted to the opposite side through the rod 763 of the backlash reduction mechanism part with the rotating part 761 of the position sensor. Since the existing ARS actuator does not include a position sensor, the sensors mounted on the vehicle infer the left and right tilt states of the vehicle, but according to the present invention, even without the vehicle sensor, it is possible to check the state of the vehicle only with the sensor of the actuator itself. Becomes

Meanwhile, reference numeral 762 in FIG. 9 denotes a path through which the motor driving force is transmitted.

12 is a conceptual diagram showing a concentric alignment processing unit interlocked with a backlash reduction mechanism unit.

The rod connected to the opposite side is connected to the spring and the steel ball to generate the axial load by the spring. And the clearance between the shafts of the three-speed planetary gear reducer composed of helical gears is reduced to eliminate backlash. At this time, the concentricity of each sun gear is increased through the concentric alignment processing parts 771 and 772 made of 45 ° surface contact with each sun gear.

The fact that all components constituting the embodiments of the present invention described above are described as being combined or operated as one, the present invention is not necessarily limited to these embodiments. That is, within the object scope of the present invention, all of the components may be selectively combined and operated. In addition, although all of the components may be implemented by one independent hardware, a part or all of the components are selectively combined to perform a part or all of functions combined in one or a plurality of hardware. It may be implemented as a computer program having a. In addition, such a computer program is stored in a computer readable recording medium (Computer Readable Media), such as a USB memory, CD disk, flash memory, etc., and read and executed by a computer, thereby implementing an embodiment of the present invention. The recording medium of the computer program may include a magnetic recording medium, an optical recording medium, a carrier wave medium, and the like.

In addition, all terms, including technical or scientific terms, have the same meaning as generally understood by a person skilled in the art to which the present invention pertains, unless otherwise defined in the detailed description. Commonly used terms, such as predefined terms, should be interpreted as being consistent with the contextual meaning of the related art, and are not to be interpreted as ideal or excessively formal meanings unless explicitly defined in the present invention.

The above description is merely illustrative of the technical idea of the present invention, and those of ordinary skill in the art to which the present invention pertains may make various modifications, changes, and substitutions without departing from the essential characteristics of the present invention. will be. Therefore, the embodiments and the accompanying drawings disclosed in the present invention are not intended to limit the technical spirit of the present invention, but to explain the scope of the technical spirit of the present invention. . The scope of protection of the present invention should be interpreted by the claims below, and all technical spirits within the scope equivalent thereto should be interpreted as being included in the scope of the present invention.

Claims (8)

A fixed stabilizer bar fixed to one side of the housing;
A rotatable stabilizer bar rotatably mounted to the other side of the housing;
A multi-stage planetary gear set including a sun gear, a planetary gear and a carrier and provided inside the housing;
A motor including a stator generating magnetic force when a power is applied and a rotor rotating with the magnetic force and provided inside the housing; And
On the one side of the multi-stage planetary gear set includes a backlash reduction mechanism for pre-loading the sun gear in the axial direction,
The backlash reduction mechanism part is assembled by using a spring and a steel ball inside the shaft of the fixed stabilizer bar through the motor from the carrier,
The steel ball is a vehicle actuator, characterized in that for fixing the spring. delete According to claim 1,
Position sensor for detecting the relative angle between the fixed stabilizer bar and the rotating stabilizer bar
Vehicle actuator characterized in that it further comprises. The method of claim 3,
The position sensor is a vehicle actuator, characterized in that mounted between the motor and the fixed stabilizer bar in the housing. The method of claim 4,
Motor / sensor power supply that supplies power to the motor and the position sensor together
Vehicle actuator characterized in that it further comprises. The method of claim 3,
The position sensor is a vehicle actuator, characterized in that for detecting the relative angle based on the rotational force obtained through the backlash reduction mechanism connected to the reducer. As to control the attitude of the vehicle, a fixed stabilizer bar fixed to one side of the housing; A rotatable stabilizer bar rotatably mounted to the other side of the housing; A multi-stage planetary gear set including a sun gear, a planetary gear and a carrier and provided inside the housing; A motor including a stator generating a magnetic force when a power is applied and a rotor rotating with the magnetic force and provided inside the housing; A backlash reduction mechanism unit for pre-loading the sun gear in an axial direction on one side of the multi-stage planetary gear set; And a position sensor detecting a relative angle between the fixed stabilizer bar and the rotating stabilizer bar;
A first electronic control device for detecting the roll angle of the vehicle based on the relative angle; And
Comprising a torque for compensating the roll angle, and a second electronic control device for controlling the actuator based on the torque,
The backlash reduction mechanism part is assembled by using a spring and a steel ball inside the shaft of the fixed stabilizer bar through the motor from the carrier,
The steel ball is a vehicle attitude control device, characterized in that for fixing the spring. The method of claim 7,
The first electronic control device detects a twist angle generated when the vehicle is turning at the roll angle.

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