KR102227849B1 - Active Rotary type Stabilizer of vehicles - Google Patents

Abstract

The present invention relates to an active rotational stabilizer for a vehicle, and in particular, by arranging a backlash reduction unit between a rotational stabilizer bar and a ring gear type housing, it reduces the generation of noise due to backlash when the actuator is operated, thereby preventing the degradation of the user's emotional quality. Provides the advantage that can be done.

Description

Active Rotary type Stabilizer of vehicles

The present invention relates to an active rotational stabilizer for a vehicle, and more particularly, to an active rotational stabilizer for a vehicle capable of reducing the generation of noise due to backlash when an actuator is operated, thereby preventing deterioration of the user's emotional quality. .

In general, as a means for absorbing vibrations generated from the road surface while the vehicle is running, it is primarily relieved through the wheels, and the large vibration transmitted through the wheels is absorbed through the suspension system secondarily, making it more effective to passengers. It is provided to provide a comfortable ride.

In addition, an active stabilizer device is provided for minimizing a vibration phenomenon in the left and right directions of the vehicle that occurs when the road surface is vertically bent and the vehicle is turned in the left and right directions.

Conventionally, a stabilizer bar composed of a single material is mounted so as to extend in the transverse direction of the vehicle body, so that the rolling of the vehicle body caused by the change in the relative behavioral posture of the left/right suspension device while the vehicle is running is controlled by the stabilizer bar itself. It was common to stabilize the posture of the vehicle body by alleviating the roll stiffness held by the vehicle.

Such a stabilizer bar is manufactured through processes such as heat treatment, shot peening, and painting after cutting a single round bar or pipe material to an appropriate length, forming the cut material and processing it to have the shape and rigidity required as a stabilizer bar.

However, the stabilizer bar made of a single material as described above is a passive stabilizer bar, which is easy to manufacture and has the advantage of low production cost, but as described above, it uses its own inherent roll stiffness. Accordingly, since the roll phenomenon of the vehicle body is controlled, it is difficult to effectively suppress all of the various types of rolls that occur when the vehicle is running.

Accordingly, in recent years, the use of an active rotary type stabilizer (ARS) having an actuator to adjust the roll stiffness of the stabilizer bar according to the situation is increasing.

The vehicle's active rolling stabilizer is composed of two half stabilizer bars coupled to both ends of the actuator, and the actuator is operated according to the size of the roll generated in the vehicle to adjust the roll stiffness of the stabilizer bar to stabilize the attitude of the vehicle. have.

1 is a front view of a vehicle body equipped with a stabilizer bar made of a single material, FIGS. 2A to 2C are conceptual diagrams showing an operation process of a passive rolling stabilizer of a vehicle according to the prior art, and FIG. 3 is an active rolling stabilizer of a vehicle according to the prior art It is a schematic diagram showing the connection of the actuator and the stabilizer bar among the configurations of, and FIG. 4 is a side view showing various examples of the shape of the outer circumferential surface of the spline gear formed on the outer circumferential surface of the rotation stabilizer bar.

In the passive rolling stabilizer of a vehicle according to the prior art, as shown in FIG. 1, a stabilizer bar 1 made of a single material is disposed longer in the vehicle width direction toward the left and right wheels 20A and 20B among the lower portions of the vehicle body. The rolling phenomenon of the vehicle body 10 that occurs during turning in the left and right directions among the driving aspects is suppressed by the action of the roll stiffness of the stabilizer bar.

2A to 2C are conceptual diagrams showing an operation process of a passive rolling stabilizer of a vehicle according to the prior art, and more specifically, FIG. 2A is a view when the vehicle is driven straight, and FIG. 2B is a front view when a vehicle is turned in a right direction. 2C schematically depicts a state observed from the front when the vehicle is turning in the left direction.

The stabilizer bar (1) is elongated from the lower portion of the vehicle body (10) toward the left and right wheels (20A, 20B), and is connected to the left and right lower arms (21A, 21B) via the step bar links (23A, 23B). , The vehicle body 10 is configured to absorb traveling vibration transmitted from the left and right wheels 20A and 20B via the left and right suspensions 25A and 25B.

When described in more detail with reference to FIGS. 2A to 2C, as in FIG. 2A, when the vehicle is traveling in a straight direction, the vehicle body 10 is not inclined in either direction, and the stabilizer bar 1 acts as a roll. When the vehicle is in a state of almost no stiffness, and the vehicle rotates in the right direction, the vehicle body 10 is inclined to the left by inertia as shown in FIG. 2B, and at this time, the stabilizer bar 1 Provides a force that maintains the vehicle body 10 in the right direction, and when the vehicle rotates in the left direction, the vehicle body 10 is inclined in the right direction by inertia as shown in FIG. 2C, and at this time, the stabilizer bar 1 ) Provides a force to keep the vehicle body 10 in the left direction by its own roll stiffness.

As described above, although it is possible to control the rolling of the vehicle body 10 to some extent by using the stabilizer bar 1 made of a single material, there is a problem in that it is not possible to adapt to various changes in driving conditions. An active rotational stabilizer 50 has been developed.

As shown in FIG. 3, the active rolling stabilizer 50 of a vehicle according to the prior art is provided with a driving unit 60 made of a motor on one side of the housing 55, and a driving unit on the other side of the housing 55. A deceleration unit 70 for decelerating the rotational force transmitted from the 60 is provided.

Here, on the outside of the housing 55 to which the driving unit 60 is adjacent, one stabilizer bar (hereinafter referred to as "fixed stabilizer bar 80") among the above-described half stabilizer bars is provided to surround the housing 55. The rest of the stabilizer bar (hereinafter referred to as "rotation stabilizer bar 90") is connected to the motor cover 85 arranged to support the shaft by welding, and outside the housing 55 to which the reduction unit 70 is adjacent. It is connected to the final output end 71 of the reduction unit 70 in a spline gear engagement method, and receives a predetermined rotational force from the driving unit 60 through the reduction unit 70.

The reduction unit 70 is not shown in detail in FIG. 3, but the sun gear receives the rotational force provided from the motor shaft and rotates while a plurality of planetary gears around the sun gear mesh and revolve, and a plurality of planets revolving. As the gear engages with the ring gear type housing surrounding it at the same time, it plays a role of slowing down while rotating the ring gear type housing.

Outside of the ring gear type housing of the reduction unit 70, a final output end 71 to which the above-described rotation stabilizer bar 90 is connected is provided in the form of an insertion hole 75. The rotation stabilizer bar 90 is inserted into the output end 71, and is coupled by the above-described spline gear meshing method. A coupling nut 95 is interposed at the front end of the final output terminal 71, where the rotation stabilizer bar 90 is exposed to the outside of the final output terminal 71, and the axial direction of the rotation stabilizer bar 90 inserted and coupled to the final output terminal 71 By adding a predetermined coupling force, it is possible to prevent separation of the rotation stabilizer bar 90 and reduce the play when the spline gear is engaged.

However, the connection of the rotation stabilizer bar 90 according to the prior art configured as described above is a bar that is coupled in a spline gear engagement method between the rotation stabilizer bar 90 and the reduction unit 70, and the final output end 71 Noise due to backlash occurs at the moment when high torque rotational force is transmitted from the drive unit 60 due to the clearance generated between the spline gear tooth 73 on the inner circumferential surface and the spline gear tooth 93 on the rotation stabilizer bar 90 There is this. This is a problem that occurs when the high torque rotational force generated from the driving unit 60 exceeds the coupling force of the coupling nut 95.

As a supplement to this, unlike the helix angle applied parallel to the longitudinal direction for each gear tooth 93 shown in FIG. 4A, a predetermined inclination angle α based on the longitudinal direction for each gear tooth 93 It has been proposed to apply a helix angle as shown in FIG. 4B so as to have a final output end 71 and a rotation stabilizer bar 90 of the deceleration unit 70 when applying a helix angle having a predetermined inclination angle as in FIG. 4B. ) Leads to difficult problems.

The present invention has been conceived to solve the above technical problem, and an object thereof is to provide an active rotational stabilizer for a vehicle capable of reducing the generation of noise due to backlash when an actuator is operated.

A preferred embodiment of the active rotational stabilizer for a vehicle according to the present invention includes a housing having a predetermined space therein, a driving unit disposed at one side of the interior of the housing and driven to generate a predetermined rotational force, and the A reduction unit disposed on the other side of the interior of the housing and is welded to the outside of the housing on the side where the driving unit is provided, and a reduction unit configured to reduce the rotational force transmitted from the driving unit to receive the relative rotational force between the driving unit and the reduction unit to receive the vehicle body. A fixed stabilizer bar that transmits a predetermined torsional force to one side, and is inserted from the outside of the housing on the side where the reduction unit is provided to receive a relative rotational force between the driving unit and the reduction unit to transmit a predetermined torsional force to the other side of the vehicle body. And a backlash reduction unit provided between the rotation stabilizer bar and the reduction unit and configured to reduce a backlash phenomenon during rotation according to the spline gear engagement of the rotation stabilizer bar and the reduction unit.

Here, the reduction unit includes a sun gear rotated by receiving the rotational force provided from the driving unit, a plurality of planetary gears meshed and revolved around the outer circumference of the sun gear, and the sun gear. And a ring gear type housing that is engaged with a planetary gear and rotates in one direction, and the backlash reducing unit may be disposed between the rotation stabilizer bar and the ring gear type housing.

In addition, the ring gear type housing includes an output end extending outward of the housing, and the rotation stabilizer bar is inserted into an insertion hole formed in the output end, and is coupled in a spline gear engagement method, and the backlash reducing unit, It may be located between the front end of the rotation stabilizer bar and the bottom of the insertion hole.

In addition, the backlash reducing unit may include a first tooth-shaped portion provided at a tip end of the rotation stabilizer bar, and a second tooth-shaped portion provided on a bottom surface of the insertion hole.

In addition, the first toothed portion and the second toothed portion may be a plurality of gear teeth meshed with each other.

In addition, the first toothed portion and the second toothed portion may be provided so as to be spaced apart from each other by a predetermined distance when the ring gear type housing is rotated in a direction in which the rotational force of the driving unit is transmitted to the rotational stabilizer.

In addition, when the ring gear type housing is rotated in a direction in which the rotational force of the driving unit is transmitted to the rotation stabilizer, each of the plurality of gear teeth constituting the first and second toothed portions is separated by a predetermined distance from each other. It may include an inclined surface that induces the inclined surface to be, and a vertical surface connecting the bottom of the inclined surface adjacent to the tip of the inclined surface.

In addition, the backlash reducing unit may be separately manufactured and interposed between the rotation stabilizer bar and the ring gear type housing.

According to a preferred embodiment of the active rotational stabilizer of a vehicle according to the present invention, the backlash reduction unit is located between the rotational stabilizer bar and the reduction unit, thereby preventing the generation of noise due to the backlash phenomenon between the two coupled by a spline cheer coupling method. It has an effect that can be.

1 is a front view of a vehicle body provided with a stabilizer bar made of a single material,
2A to 2C are conceptual diagrams showing an operation process of a passive rolling stabilizer of a vehicle according to the prior art,
3 is a schematic diagram showing a connection state of an actuator and a stabilizer bar according to the prior art,
Figure 4b is a side view showing various examples of the outer peripheral surface spline gear formed on the outer peripheral surface of the rotation stabilizer bar,
5 is a front view of a vehicle body for explaining the operation of the active rotational stabilizer of the vehicle according to the present invention,
6 is an exploded view showing a coupling relationship between a ring gear type housing and a rotation stabilizer bar in the configuration of FIG. 5 according to the first embodiment;
7A and 7B are cross-sectional views and partially enlarged views showing the operation process of FIG. 5,
FIG. 8 is a cross-sectional view showing a coupling relationship between a ring gear type housing and a rotation stabilizer bar in the configuration of FIG. 5 according to a second embodiment;
9 is a schematic diagram of a system for explaining an operation process of the active rotational stabilizer of the vehicle of FIG. 5.

Hereinafter, a preferred embodiment of an active rotational stabilizer for a vehicle according to the present invention will be described in detail with reference to the accompanying drawings.

5 is a front view of a vehicle body for explaining the operation of an active rotational stabilizer of a vehicle according to the present invention, and FIG. 6 is a coupling relationship between a ring gear type housing and a rotational stabilizer bar in the configuration of FIG. 5 according to the first embodiment. This is the exploded view shown.

A preferred embodiment of the active rotational stabilizer of the vehicle according to the present invention is, as shown in Figs. 5 and 6, each transverse direction toward the front right wheel 120A and the left wheel 120B of the vehicle body 110 It is disposed between the rotary stabilizer bar 190 and the fixed stabilizer bar 180 and the rotary stabilizer bar 190 and the fixed stabilizer bar 180 extended to connect each of the adjacent ends, and each stabilizer bar It may include an actuator 100 that generates and supplies a predetermined rotational force to (180,190).

Here, the actuator 100 is disposed in one of the housings (refer to 55 in FIG. 3, hereinafter indicated by the same reference numerals) having a predetermined space therein, and at one side of the interior of the housing 55 to generate a predetermined rotational force. The driving unit (refer to reference numeral 60 in Fig. 3, hereinafter indicated by the same reference numeral) and a deceleration unit (reference numeral 70 in Fig. 3) disposed on the other side of the interior of the housing 55 and decelerating the rotational force transmitted from the driving unit 60 Reference, hereinafter the same reference numeral designation) may be included.

The housing 55 is provided with one side and the other side open, a driving unit 60 is provided on one side of a predetermined space formed inside the housing 55, and a reduction unit 70 is provided on the other side of the opposite predetermined space. desirable.

Although not shown in the drawing, the driving unit 60 may be provided with a motor consisting of a stator fixed to the inner circumferential surface of the housing 55 and a rotor that rotates when power is input from the inside of the stator, and the housing 55 The open side of the motor is shielded by a motor cover (see reference numeral 85 in FIG. 3, hereinafter indicated by the same reference numeral) that supports the motor shaft, which is a part of the rotor, and prevents foreign matter from entering the housing 55. I can.

The reduction unit 70 includes a sun gear 171 (refer to FIGS. 7A and 7B) rotated coaxially by a rotational force provided from a rotor among the configuration of the motor, and a plurality of revolving gear meshed to the outer periphery of the sun gear 171 The planetary gear 172 (refer to FIGS. 7A and 7B) and the sun gear 171 and a plurality of planetary gears 172 are incorporated, and a ring that is simultaneously engaged with a plurality of planetary gears 172 rotating in one direction rotates in one direction. It may include a gear type housing 174.

The fixed stabilizer bar 180 is welded to the outside of the housing 55 on the side where the driving unit 60 is provided, and receives the relative rotational force between the driving unit 60 and the reduction unit 70 to one side of the vehicle body 110. It serves to transmit a predetermined torsional force.

In addition, the rotation stabilizer bar 190 is inserted from the outside of the housing 55 on the side of the reduction unit 70 to the inside to receive the relative rotational force between the driving unit 60 and the reduction unit 70 to receive the vehicle body 110 ) It serves to transmit a predetermined torsional force to the other side.

More specifically, the fixed stabilizer bar 180 is welded to the outer side of the motor cover 85 supporting the motor shaft while shielding one side of the housing 55 in a completely fixed type, and in a direction in which the other end extends. It is coupled via a portion of the adjacent vehicle body 110 of the located wheel 120B (see FIG. 9), in particular, one side step bar link 160B (see FIG. 9) connected to the suspension.

The rotation stabilizer bar 190 has one end coupled to the output end 175 formed in the outer direction of the ring gear type housing 174, and the other end of the wheel 120A positioned in the extending direction like the fixed stabilizer bar 180. , See FIG. 9) adjacent to the vehicle body 110 portion, in particular, the other side step bar link 160A connected to the suspension device (see FIG. 9).

The fixed stabilizer bar 180 is coupled to the outer side of the housing 55 in a completely fixed type so as to rotate integrally with the housing 55, and the rotation stabilizer bar 190 can be rotated relatively with respect to the housing 55 Are combined together.

In particular, in the case of the fixed stabilizer bar 180, there is no big problem in the transmission of the rotational force provided from the bar driving unit 60 that is welded integrally with the motor cover 85, but in the case of the rotation stabilizer bar 190, the reduction unit 70 ) As a medium to transmit high torque relative rotational force in the axial direction, and a spline gear coupling method that facilitates transmission of axial force is applied.

A preferred embodiment of the active rotational stabilizer of the vehicle according to the present invention is inserted so that the tip of the rotational stabilizer bar 190 is inserted into the output end 175 of the ring gear type housing 174, as shown in FIG. Holes 176 are formed, and female spline gear teeth 173 are formed on the inner circumferential surface of the insertion hole 176. Further, a male spline gear tooth 193 is formed at the front end of the rotation stabilizer bar 190 inserted into the insertion hole 176 to engage the spline gears.

In particular, a spline gear between the rotation stabilizer bar 190 and the ring gear type housing 174, which is a component of the reduction unit 70, is between the rotation stabilizer bar 190 and the output end 175 of the ring gear type housing 174. A backlash reduction unit 200 for reducing a backlash phenomenon during rotation according to engagement may be provided.

Backlash reduction unit 200, when mutual spline gear is engaged between the rotation stabilizer bar 190 and the output end 175 of the ring gear type housing 174, the male spline gear teeth 193 are less than the female spline gear teeth 173. When the thickness is small, it performs a function of reducing noise due to backlash caused by mutual clearance in the rotation direction.

The backlash reducing unit 200 is formed on the first toothed portion 200A formed on the bottom surface of the insertion hole 176 among the output ends 175 of the ring gear type housing 174 and the front end surface of the rotation stabilizer bar 190. It may include a formed second serrated portion (200B).

The first toothed portion 200A and the second toothed portion 200B are formed at corresponding positions so as to be meshed with each other, and the bottom surface of the circular insertion hole 176 and the front end surface of the circular rotation stabilizer bar 190 It may be formed in a ring shape along the rim.

7A and 7B are cross-sectional and partially enlarged views illustrating the operation process of FIG. 5.

The first toothed portion 200A and the second toothed portion 200B rotate when the ring gear type housing 174 provided with the output end 175 is rotated in one direction, as shown in FIGS. 7A and 7B. It has a plurality of inclined surfaces 210A and 210B in surface contact with each other so as to be spaced apart from each other along the axial direction of the stabilizer bar 190. A plurality of vertical surfaces 211A and 211B are formed between each of the plurality of inclined surfaces 210A and 210B, so that the rotation stabilizer bar 190 rotates in the other direction than in one direction. It may be configured so that the shape portions 200B are not spaced apart from each other.

A coupling nut 195 for fixing the rotation stabilizer bar 190 may be interposed outside the output end 175 of the ring gear type housing 174.

More specifically, the coupling nut 195, referring to the enlarged view of FIG. 7A, is a fastening portion 195A to which the female threaded portion 197 formed on the inner circumferential surface is fastened to the male threaded portion 177 formed on the outside of the output end 175. ), and a support part 195B that extends to one side of the fastening part 195A to firmly support the outer circumferential surface of the rotation stabilizer bar 190 and add a coupling force.

The support part 195B performs a function of providing a greater coupling force when the rotation stabilizer bar 190 is spaced outside the output end 175 between the outer circumferential surface of the rotation stabilizer bar 190.

To this end, the outer circumferential surface 190 ′ of the rotation stabilizer bar 190 located outside the insertion hole 176 but adjacent to the output terminal 175 is formed so that the outer diameter gradually increases as the rotation stabilizer bar 190 is adjacent to the output terminal 175, and this rotation It is preferable that the support end 195B in contact with the outer peripheral surface 190 ′ of the stabilizer bar 190 is formed to be inclined to exert greater adhesion to the increasingly larger outer circumferential surface 190 ′.

Ring gear type housing 174, when supplying the rotational force provided from the drive unit 60 to the rotation stabilizer bar 190, the first toothed portion 200A and the second toothed portion (200A) and the second toothed portion ( 200B) is preferably configured to rotate in a direction spaced apart from each other.

FIG. 8 is a cross-sectional view showing a coupling relationship between a ring gear type housing 174 and a rotation stabilizer bar 190 in the configuration of FIG. 5 according to the second embodiment.

However, in a preferred embodiment of the active rotational stabilizer for a vehicle according to the present invention, the backlash reduction unit 200 is the embodiment described above (hereinafter, an embodiment of the backlash reduction unit 200 described above for convenience of description) Will be referred to as “first embodiment”, and the embodiment of the backlash reducing unit 200' to be described later is not limited to “second embodiment”). That is, in the backlash reduction unit 200 according to the first embodiment, the first toothed portion 200A and the second toothed portion 200B are inserted into the front end and the output end 175 of the rotation stabilizer bar 190, respectively. It is proposed that the hole 176 is formed integrally with the bottom surface, but the backlash reducing unit 200 provided with the first toothed portion 200A and the second toothed portion 200B must be integrated with the surrounding configuration. It is not.

The backlash reduction unit 200 ′ according to the second embodiment is, as shown in FIG. 8, unlike the backlash reduction unit 200 according to the first embodiment, a first tooth shape part 200A ′ and a second tooth The shape portion 200B' may be manufactured separately from the surrounding configuration and may be provided in a manner interposed between the front end of the rotation stabilizer bar 190 and the bottom of the insertion hole 176 of the output end 175.

The backlash reducing unit 200 ′ according to the second embodiment is, when the inclined surfaces 210A and 210B and the vertical surfaces 211A and 211B are damaged due to long use, the rotation stabilizer bar 190 or the ring gear type housing 174 ) Without the inconvenience of replacing the whole, it is sufficient to replace only the first toothed portion 200A' and the second toothed portion 200B' corresponding to the damaged portion, and further, a rotation stabilizer bar that generates backlash ( 190) and the male and female spline gear teeth 173, 193 formed in the insertion hole 176, respectively, according to the wear state, the first toothed portion 200A and the second toothed portion 200B having inclined surfaces 210A and 210B having different inclinations. By replacing it with ), it has the advantage of being able to actively respond to the occurrence of noise.

According to the backlash reduction units 200 and 200 ′ according to the first and second embodiments configured as described above, when the ring gear type housing 174 is rotated in one direction by the rotational force provided from the driving unit 60, the first The toothed portion 200A and the second toothed portion 200B are initially engaged with each other as shown in FIG. 7A, and then formed in the rotation stabilizer bar 190 and the insertion hole 176 by a high torque rotational force. The spline gear teeth 173 and 193 are about to be spaced apart a predetermined distance in the axial direction by the backlash according to the clearance. However, at this time, the coupling force by the coupling nut 195 interposed on the outer circumferential surface of the rotary stabilizer bar 190 will be further increased, and the spline gear coupling between the rotary stabilizer bar 190 and the insertion hole 176 As the resulting backlash is reduced, it is possible to create an advantage in that the noise generated therefrom is rapidly reduced.

The operation process according to a preferred embodiment of the active rotational stabilizer for a vehicle according to the present invention configured as described above will be briefly described with reference to the accompanying drawings as follows.

9 is a system schematic diagram for explaining an operation process of the active rotational stabilizer of the vehicle of FIG. 5.

First, the actuator 100 constituting the active rotational stabilizer of the vehicle according to the present invention is, as shown in FIG. 9, between the front left and right wheels 120A and 120B of the vehicle and between the rear left and right wheels 120A and 120B. Each can be provided with one.

Hereinafter, for convenience of description, the actuator 100 provided in the front is referred to as "front actuator 100F", and the actuator 100 provided in the rear is referred to as "rear actuator 100R", but the actuator 100 ), since both the front actuator 100F and the rear actuator 100R are the same, it will be described based on the front actuator 100F, and the description of the rear actuator 100R will be omitted. If there is no modifier of “rear”, it should be understood as either “front actuator 100” or “rear actuator 100”.

The tie rod link 150 is provided long along the cross member 130 located under the vehicle body 110, and the tie rod link 150 is operated by a steering handle 140 that is rotated by a user inside the vehicle. do. The steering wheel 140 is provided with a steering angle sensor 145 for sensing the rotation angle of the steering wheel 140, and rotation on the vertical axis (ie, Z axis) of the vehicle body 110 in various places of the vehicle body 110 A yaw rate (YR) sensor that senses, an XG sensor that senses forward and backward acceleration of the vehicle body 110, and a YG sensor that determines acceleration in the width direction of the vehicle are provided. In addition, the front left and right wheels 120A and 120B and the rear left and right wheels 120A and 120B each have a wheel for detecting the driving speed of the vehicle and the driving state (especially vehicle speed) such as forward, backward, turning, and stop Each speed sensor (Wheel Speed Sensor) may be provided.

In addition, the vehicle is provided with a steering control unit (Steer ECU) that controls the steering state of the steering wheel, and a brake control unit (Brake ECU) that controls brake-related operations such as ABS and ESC, and each of the above-described sensors and the steering control unit. Equipped with an actuator control unit (ECU for Actuator) 300 that controls the operation of the front actuator 100F and the rear actuator 100R based on information values input through the (ECU for Steering handle) and the brake control unit (ECU for Brake). do.

When the vehicle is running, the actuator control unit 300 accurately determines the current driving state of the vehicle body 110 through a steering angle sensor, a wheel speed sensor, a YR sensor, an XG sensor, and a YG sensor, and Each operation of the front actuator 100F and the rear actuator 100R is controlled to output rotation with a torque force.

When electricity is supplied to the driving unit 60, a strong rotational force is generated between the rotor and the stator, and the rotational force of the rotor is transmitted to the sun gear 171 of the reduction unit 70 on one side, and the sun gear 171 ) Rotates around a plurality of planetary gears 172 around it, and the ring gear type housing 174 is rotated by the planetary gears 172 orbiting.

When the ring gear type housing 174 is rotated, the rotation stabilizer bar 190 coupled to the insertion hole 176 of the output end 175 in a spline gear engagement method is rotated by receiving a rotational force of high torque, and the driving unit in the present invention The housing 55 with the built-in 60 and the reduction unit 70 is composed of a rotary type bar, and the rotation stabilizer bars 190 on both left and right sides based on the housing 55 by the rotational force generated from the driving unit 60 And since the rotational force is evenly provided to the fixed stabilizer bar 180, it is possible to prevent the vehicle body 110 from rolling.

It is natural that such an operation of the front actuator 100F can be applied to the rear actuator 100R as it is, and can be individually controlled based on information input from each adjacent wheel or the like.

In the above, a preferred embodiment of an active rotational stabilizer for a vehicle according to the present invention has been described in detail with reference to the accompanying drawings. However, the embodiments of the present invention are not necessarily limited by the above-described preferred embodiment, and it will be natural that various modifications and equivalent ranges can be implemented by those skilled in the art to which the present invention pertains. Therefore, it will be seen that the true scope of the present invention is determined by the claims to be described later.

100: actuator 171: sun gear
172: planetary gear 173: arm spline gear tooth
174: ring gear type housing 175: output stage
176: insertion hole 177: male thread
180: fixed stabilizer bar 190: rotating stabilizer bar
193: male spline gear teeth 195: coupling nut
195A: Fastening part 195B: Support part
197: female threaded part 200: backlash reduction part
200A: first toothed portion 200B: second toothed portion
210A,210B: Inclined surface 211A,211B: Vertical surface
300: actuator control unit

Claims (8)

A housing having a predetermined space therein;
A driving unit disposed on one side of the interior of the housing and driven to generate a predetermined rotational force;
A reduction unit disposed on the other side of the interior of the housing and reducing the rotational force transmitted from the driving unit;
A fixed stabilizer bar that is welded to the outside of the housing on the side where the driving unit is provided to receive a relative rotational force between the driving unit and the reduction unit to transmit a predetermined torsional force to one side of the vehicle body;
A rotation stabilizer bar inserted from the outside of the housing on the side where the reduction unit is provided to receive a relative rotational force between the driving unit and the reduction unit to transmit a predetermined torsional force to the other side of the vehicle body;
It is provided between the rotation stabilizer bar and the reduction unit, and includes a backlash reduction unit for reducing a backlash phenomenon during rotation according to the spline gear meshing of the rotation stabilizer bar and the reduction unit,
The reduction unit,
A sun gear rotated by receiving the rotational force provided from the driving unit;
A plurality of planetary gears meshed with the outer periphery of the sun gear and revolved;
It includes a ring gear type housing that includes the sun gear and is engaged with the plurality of planetary gears and rotates in one direction,
The ring gear type housing includes an output end extending outward of the housing,
The rotation stabilizer bar is inserted into the insertion hole formed in the output end, and is coupled in a spline gear engagement method,
The backlash reducing unit is an active rotational stabilizer for a vehicle positioned between a front end of the rotational stabilizer bar and a bottom surface of the insertion hole.
The method according to claim 1,
The backlash reducing unit,
An active rotational stabilizer for a vehicle disposed between the rotational stabilizer bar and the ring gear type housing.
delete The method according to claim 2,
The backlash reducing unit,
A first toothed portion provided at a tip portion of the rotation stabilizer bar;
An active rotational stabilizer for a vehicle including a second toothed portion provided on a bottom surface of the insertion hole.
The method of claim 4,
An active rotational stabilizer for a vehicle, wherein the first toothed portion and the second toothed portion are a plurality of gear teeth meshed with each other.
The method of claim 4,
The first toothed portion and the second toothed portion,
When the ring gear type housing is rotated in a direction in which the rotational force of the driving unit is transmitted to the rotation stabilizer, an active rotational stabilizer for a vehicle is provided to be spaced apart from each other by a predetermined distance.
The method of claim 5,
Each of the plurality of gear teeth constituting the first toothed portion and the second toothed portion,
An inclined surface that guides the ring gear type housing to be separated from each other by a predetermined distance when the ring gear type housing is rotated in a direction in which the rotational force of the driving unit is transmitted to the rotation stabilizer;
An active rotational stabilizer for a vehicle comprising a vertical surface connecting a front end of the inclined surface and a bottom portion of an adjacent inclined surface.
The method of claim 7,
The backlash reducing unit,
An active rotational stabilizer for a vehicle that is separately manufactured and interposed between the rotational stabilizer bar and the ring gear type housing.

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