KR102239007B1 - Actuator of Active Rotary type Stabilizer for Vehicles - Google Patents

Abstract

The present invention relates to an actuator of an active rotational stabilizer of a vehicle, and in particular, while a vehicle is traveling on an irregular road surface, the reverse torque transmitted to the actuator through the left and right wheels is blocked, and a torsional force generated from the driving unit ( Torque) provides an advantage of improving user convenience by allowing it to be normally transmitted to the vehicle body.

Description

Actuator of Active Rotary Type Stabilizer for Vehicles

The present invention relates to an actuator of an active rotational stabilizer of a vehicle, and more particularly, to improve the durability of the actuator by blocking reverse transmission of reverse torque caused by an obstacle from the wheel to the actuator while the vehicle is running. It relates to an actuator of an active rotational stabilizer of a vehicle that can improve riding comfort.

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 is 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 stabilizer of a vehicle according to the prior art, and FIG. 3 is an active rotational stabilizer of a vehicle according to the prior art It is a schematic diagram showing the connection of the actuator and the stabilizer bar in the configuration of.

In the passive 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 long in the vehicle width direction toward the left and right wheels 20A and 20B among the lower portions of the vehicle body, and the vehicle is running. Among the appearances, the rolling phenomenon of the vehicle body 10 that occurs during turning in the left and right directions is suppressed by the action of the roll stiffness of the stabilizer bar.

2A to 2C are conceptual diagrams showing the operation process of the passive stabilizer of the vehicle according to the prior art, and more specifically, FIG. 2A is a view when the vehicle is traveling straight, and FIG. 2B is a front view of the vehicle when turning in the right direction. The observed state, FIG. 2C is a schematic drawing of a state observed from the front when turning to the left of the vehicle.

The stabilizer bar (1) is elongated left and right from the lower portion of the vehicle body 10 toward the left and right wheels (20A, 20B), and is coupled 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 suspension devices 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 is due to its own roll stiffness. 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 rotational stabilizer 50 of a vehicle according to the prior art has a driving unit 60 made of a motor on one side of the housing 55, and the other side of the housing 55 A deceleration unit 70 for decelerating the rotational force transmitted from the driving unit 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 drive part cover 85 arranged to support the shaft by welding, and outside the housing 55 to which the reduction part 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.

However, the active rotational stabilizer 50 of the vehicle according to the prior art configured as described above is not a problem when the vehicle is running normally, but a boulder or a small piece of cargo dropped on the driving road, or sinkhole or left and right is uneven. When a non-uniform impact is applied to any one of the left and right wheels of the vehicle by the speed bump formed in such a manner, reverse torque is transmitted from the left and right wheels to the actuator. The reverse torque at this time is transmitted to the actuator's driving part through the fixed stabilizer bar or the rotating stabilizer bar, thereby reducing the durability of the actuator, and the rigidity of the fixed stabilizer bar or the rotating stabilizer, causing the vehicle body to sway from side to side, reducing the ride comfort. There is a problem.

In order to improve this, a configuration has been proposed to temporarily cut off the power supplied to the driving unit, but even in this case, the movement of the fixed stabilizer bar and the rotating stabilizer bar is unnatural due to the cogging torque remaining in the driving unit. There is still a problem that the ride comfort is deteriorated.

The present invention has been conceived to solve the above technical problem, and it is an object of the present invention to provide an actuator of an active rotational stabilizer of a vehicle that can prevent it from being transmitted from an irregular road surface to a driving part of an actuator in reverse through a stabilizer bar do.

A preferred embodiment of the actuator of the active rotational stabilizer of a vehicle according to the present invention includes a housing having a predetermined space therein, a driving unit disposed on one of the interiors of the housing and driven to generate a predetermined rotational force, and , A reduction unit disposed on the other side of the inside of the housing and reducing the rotational force transmitted from the driving unit, and welded to the outside of the housing on the side where the driving unit is provided to transmit the relative rotational force between the driving unit and the reduction unit. A fixed stabilizer bar that receives and transmits a predetermined torsional force to one side of the vehicle body, 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 receive a predetermined torsional force to the other side of the vehicle body. A rotation stabilizer bar that transmits, and a clutch part that blocks reverse torque within a set range provided to the driving part or the reduction part from the fixed stabilizer bar or the rotation stabilizer bar, and the clutch part receives the rotational force generated by the driving part. A ring housing with a rotation cam connected to the input terminal and rotated and having a polygonal outer circumferential surface, and a receiving space in which the rotation cam is accommodated and rotated is formed on one side, and a rotational force is provided from the rotation cam on the other side and transmitted to the other side. An outer ring shaft having an output end formed thereon, and interposed between the inner surface of the ring housing of the outer ring shaft and the rotation cam to prevent reverse torque within the set range from being transmitted from the outer ring shaft to the rotation cam, And a clutch bearing for transmitting a rotational force provided from the rotation cam to the outer ring shaft, wherein the clutch bearing includes a clutch ring interposed between the rotation cam and an inner circumferential surface of the ring housing part of the outer ring shaft, and the clutch ring And a plurality of clutch balls inserted into a plurality of through holes formed to penetrate inside and outside along an outer circumferential surface of, wherein the plurality of clutch balls are positioned one for each side of the rotation cam, and the rotation cam is an inner circumferential surface of the ring housing Doctor In this case, the plurality of clutch balls are not moved to other surfaces, but are formed to be movable for a predetermined length in the rotational direction of the clutch ring on the same surface, and the setting range is the predetermined movable in the rotational direction of the clutch ring of the clutch ball. Defined by a length, the reverse torque transmitted from the fixed stabilizer bar or the rotation stabilizer bar is blocked within the predetermined length range that is moved in the rotational direction of the clutch ring of the clutch ball.

Here, the clutch part may be disposed between the driving part and the deceleration part.

In addition, the clutch unit may be disposed between the deceleration unit and the rotation stabilizer bar.

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According to a preferred embodiment of the actuator of an active rotational stabilizer for a vehicle according to the present invention, various effects as follows can be achieved.

1 is a front view of a vehicle body equipped with a stabilizer bar made of a single material,
2A to 2C are conceptual diagrams showing an operation process of a passive 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 in the configuration of an active rotational stabilizer of a vehicle according to the prior art,
4 is a front view of a vehicle body for explaining the operation of an actuator of an active rotational stabilizer of a vehicle according to the present invention,
5A to 5C are conceptual diagrams showing an operating process of an active rotational stabilizer of a vehicle,
6 is a cross-sectional view showing a preferred embodiment of an actuator of an active rotational stabilizer for a vehicle according to the present invention,
7 is an exploded perspective view showing a clutch part in the configuration of FIG. 6,
8 is a cross-sectional view showing the operation of the clutch part in the configuration of FIG. 6,
9 is a cross-sectional view showing a torque transmission process of a preferred embodiment of an actuator of an active rotational stabilizer for a vehicle according to the present invention,
10 is a cross-sectional view showing another embodiment of an actuator of an active rotational stabilizer for a vehicle according to the present invention.

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

4 is a front view of a vehicle body for explaining the operation of an actuator of an active rotational stabilizer of a vehicle according to the present invention, FIGS. 5A to 5C are conceptual diagrams showing an operation process of an active rotational stabilizer of a vehicle, and FIG. 6 is a view A cross-sectional view showing a preferred embodiment of an actuator of an active rotational stabilizer for a vehicle according to the invention, FIG. 7 is an exploded perspective view showing a clutch part in the configuration of FIG. 6, and FIG. 8 is an operation state of the clutch part in the configuration of FIG. 6 9 is a cross-sectional view showing a torque transmission process of a preferred embodiment of an actuator of an active rotational stabilizer of a vehicle according to the present invention, and FIG. 10 is another embodiment of an actuator of an active rotational stabilizer of a vehicle according to the present invention Is a cross-sectional view showing.

The active rotational stabilizer of the vehicle to which the actuator according to the present invention is applied, as shown in FIG. 4, is a fixed stabilizer extending in the transverse direction toward the front right wheel 120A and the left wheel 120B of the vehicle body 110, respectively. It is disposed between the bar 180 and the rotating stabilizer bar 190, and the fixed stabilizer bar 180 and the rotating stabilizer bar 190 to connect each of the adjacent ends, as well as to each stabilizer bar (180, 190). It may include an actuator 100 to generate and supply a rotational force of.

In the fixed stabilizer bar 180 and the rotating stabilizer bar 190, one side connected to the actuator 100 is linearly extended in each longitudinal direction, and the other side is bent at a predetermined angle, so that it can be rotated by the operation of the actuator 100 And the other bent side of the fixed stabilizer bar 180 and the rotating stabilizer bar 190 may be connected to the lower arm of the vehicle body 110 via a stabilizer bar link (hereinafter, referred to as “staff bar link”). have.

A brief description of the operation of the active rotational stabilizer of the vehicle configured as described above is as follows.

First, when the vehicle travels straight as shown in FIG. 5A, the actuator 100 of the vehicle's active rotational stabilizer is not operated at all.

Next, as the vehicle rotates in the right direction, as referred to in FIG. 5B, the vehicle body 110 is inclined to the left by inertia. At this time, the actuator 100 is operated to generate a rotational force in one direction so that the vehicle body 110 is restored to its original position. Then, the fixed stabilizer bar 180 on the lower side of the vehicle body 110 is rotated in one direction and pushes the lower arm 130B through the step bar links 300 and 400B to push the vehicle body 110 upward, and As the rotation stabilizer bar 190 on the side where the vehicle body 110 is raised is rotated in the other direction, the lower arm 130A is pulled through the step bar links 300,400A, and the vehicle body 110 is pulled downward. (110) is restored to its original position.

Conversely, when the vehicle rotates in the left direction as shown in FIG. 5C, the vehicle body 110 is inclined in the right direction due to inertia. At this time, the actuator 100 is operated to generate a rotational force in the other direction so that the vehicle body 110 is restored to its original position. Then, the fixed stabilizer bar 180 on the side where the vehicle body 110 is relatively raised is rotated in the other direction and pulls the lower arm 130B through the step bar link 300B while holding the vehicle body 110 down. Pull, the rotation stabilizer bar 190 on the side where the vehicle body 110 is relatively lowered is rotated in one direction and pushes the lower arm 130A through the step bar link 300A while pushing the vehicle body 110 upward to push the vehicle body 110 ) To its original position.

In this way, a more comfortable and stable driving environment can be provided to the occupant by implementing a shape such as straight driving instead of a turning operation of the vehicle body 110 inclined toward one side or the other according to the driving shape of the vehicle.

On the other hand, a preferred embodiment of the actuator 100 of an active rotational stabilizer for a vehicle according to the present invention is, as shown in FIG. 6, a housing 105 having a predetermined space therein, and the housing 105 A driving unit 200 disposed on one side of the interior and driven to generate a predetermined rotational force, and a reduction unit 300 disposed on the other side of the interior of the housing 105 and decelerating the rotational force transmitted from the driving unit 200 Wow, a fixed stabilizer bar that is welded to the outside of the housing 105 on the side where the driving unit 200 is provided to receive the relative rotational force between the driving unit 200 and the reduction unit 300 to transmit a predetermined torsional force to one side of the vehicle body. It is inserted from the outside of the housing 105 on the side 180 and the reduction unit 300 is provided inward to receive a relative rotational force between the driving unit 200 and the reduction unit 300 to apply a predetermined torsional force to the other side of the vehicle body. The rotating stabilizer bar 190 to be transmitted and the clutch unit 400 for blocking reverse torque within a set range provided from the fixed stabilizer bar 180 or the rotating stabilizer bar 190 to the driving unit 200 or the reduction unit 300 Includes.

Here, the clutch unit 400 is, while the vehicle is traveling on an irregular road surface or a sink hole or a speed bump formed in the road surface, an uneven force is instantaneously transmitted to any one of the left and right wheels, and conversely, the fixed stabilizer bar 180 and the It serves to block the transmission to the driving unit 200 through any one of the rotation stabilizer bar (190).

In general, as described above, the momentary force transmitted to the left and right wheels is buffered by the left and right suspension devices installed in the vehicle, so that there is no problem of attitude control of the vehicle body, but the momentary force transmitted from the left and right wheels is fixed by the stabilizer bar. (180) or the rotation stabilizer bar 190 is transmitted as a reverse torque, and in the end, it is transmitted to the driving unit 200 provided inside the actuator 100, leading to a problem of deteriorating the durability of the actuator 100, and in some cases Directly affects the vehicle body, leading to a problem that is transmitted to passengers as it is.

In a preferred embodiment of the actuator 100 of the active rotational stabilizer of a vehicle according to the present invention, the clutch part 400 is for solving the above-described problem, and as shown in FIG. 6, the driving part 200 It may be disposed between the and the reduction unit 300. However, the embodiment of the actuator 100 of the active rotational stabilizer of a vehicle according to the present invention is not limited by the above-described preferred embodiment. That is, another embodiment of the actuator 100 of the active rotational stabilizer of a vehicle according to the present invention is, as shown in FIG. 10, the clutch part 400, the reduction part 300 and the rotational stabilizer bar 190 Can be placed in between.

The clutch unit 400 is only a detailed configuration difference of the connection portion in the above-described preferred embodiment and other embodiments, and is commonly used in both embodiments. In the present invention, a detailed description of the difference between embodiments is provided. Omitted, only the common configuration will be described in detail.

The clutch unit 400, as shown in FIGS. 7 and 8, is connected to an input end to which the rotational force generated by the driving unit 200 is input and rotates, and a rotation cam 410 having a polygonal outer circumferential surface, and one side thereof Ring housings 421 and 105 provided with a receiving space 425 in which the rotary cam 410 is received and rotated are formed, and an output end 423 that receives rotational force from the rotary cam 410 and transmits it to the other side on the other side The outer ring shaft 420 formed is interposed between the inner surface of the ring housing 421, 105 of the outer ring shaft 420 and the rotation cam 410, so that a reverse torque within the set range is applied to the outer ring shaft 420. It may include clutch bearings 430 and 440 that block transmission from the rotation cam 410 and transmit the rotational force provided from the rotation cam 410 to the outer ring shaft 420.

The rotation cam 410 is formed to have an outer peripheral surface of a hexagonal shape, as shown in FIG. 7, and is formed to have a predetermined thickness. On the outer circumferential surface of the rotating cam 410, as described above, the inner circumferential surface of the outer ring shaft 420 is provided to be spaced a predetermined distance outward, and between the outer circumferential surface of the rotating cam 410 and the inner circumferential surface of the outer ring shaft 420 Clutch bearings 430 and 440 are located.

The clutch bearings 430 and 440 are interposed between the inner circumferential surface of the ring housing 421 and 105 of the outer ring shaft 420 and the rotary cam 410, along the outer circumferential surface of the clutch ring 430. It may include a plurality of clutch balls 440 inserted into a plurality of through-holes 431 formed to penetrate inside and outside.

The number of clutch balls 440 is provided to correspond to the number of polygonal shapes of the rotating cam 410, as one bar is disposed on each side of the rotating cam 410. In addition, the number of through-holes 431 formed in the clutch ring 430 is also provided to correspond to the number of polygonal shapes of the rotation cam 410 as each clutch ball 440 is inserted and arranged.

On the other hand, the distance between the outer circumferential surface of the rotary cam 410 and the inner circumferential surface of the ring housing 421 and 105 of the outer ring shaft 420 must be at least such that the clutch ring 430 can be rotated, and the clutch ring The diameter of the clutch ball 440 interposed in 430 is due to the rotation of the rotating cam 410 on the outer circumferential surface of the separated rotation cam 410 and the inner circumferential surface of the ring housing 421 and 105 of the outer ring shaft 420. Accordingly, it is preferable that the rotary cam 410 is formed in a size that flows from the same outer circumferential surface to one side or the other side for a predetermined distance.

In this way, when the plurality of clutch balls 440 flow on the same outer circumferential surface of the rotary cam 410 and are located close to one side or the other at the same time, the driving force of the driving unit 200 transmitted from the rotary cam 410 is the rotary cam 410 Normal driving force is transmitted to the outer ring shaft 420 by simultaneous pressing of a plurality of clutch balls 440 pressed in from the outer circumferential surface of the outer circumferential surface of the outer circumferential surface of the outer ring shaft 420 and the inner circumferential surface of the ring housing 421 and 105 of the outer ring shaft 420. .

However, the reverse torque transmitted from the fixed stabilizer bar 180 and the rotation stabilizer bar 190 will be approximately within a predetermined distance flowing from the outer circumferential surface of the rotating cam 410, and the ring housing of the outer ring shaft 420 ( It is not transmitted to the rotation cam 410 from the inner circumferential surface of the 421 (105).

Therefore, it will be said that the above-described setting range in which the clutch part 400 blocks the reverse torque is defined by the above-described predetermined distance (a predetermined length) that can be moved in the rotational direction of the clutch ring 430 of the clutch ball 440. .

That is, since the reverse torque is not transmitted by a predetermined distance flowing between the clutch ball 440 and the outer circumferential surface of the rotating cam 410 and the inner circumferential surface of the ring housing 421 and 105 of the outer ring shaft 420 In an embodiment of the present invention, the clutch unit 400 serves to block reverse torque within a set range.

In other words, the reverse torque transmitted from the fixed stabilizer bar 180 or the rotation stabilizer bar 190 is blocked within a predetermined length range moving in the rotational direction of the clutch ring 430 of the clutch ball 440.

According to embodiments of the actuator 100 of the active rotational stabilizer of a vehicle according to the present invention, it occurs due to irregular road surface travel transmitted from the left and right wheels via the fixed stabilizer bar 180 or the rotation stabilizer bar 190 In order to block the transmission of the reverse torque to the driving unit 200, there is no need to control the power supply to the driving unit 200 to temporarily stop, and it is possible to improve the durability of the product by more actively blocking the reverse torque. .

In the above, embodiments of the actuator of an active rotational stabilizer for a vehicle according to the present invention have 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 embodiments, and it is natural that various modifications and implementations in an equivalent range by those of ordinary skill in the art to which the present invention pertains are possible. will be. Therefore, it will be said that the true scope of the present invention is determined by the claims to be described later.

100: actuator 105: housing
180: fixed stabilizer bar 190: rotating stabilizer bar
200: drive unit 300: reduction unit
400: clutch part 410: rotating cam
420: outer ring shaft 421: ring housing
423: output terminal 425: accommodating space
430,440: clutch bearing 430: clutch ring
431: through hole 440: clutch ball

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;
And a clutch part for blocking reverse torque within a set range provided to the driving part or the reduction part from the fixed stabilizer bar or the rotational stabilizer bar,
The clutch part,
A rotation cam connected to an input terminal to which the rotational force generated by the driving unit is input and rotated, and having a polygonal outer circumferential surface;
An outer ring shaft having a ring housing provided with an accommodation space in which the rotation cam is received and rotated on one side, and an output end configured to receive rotational force from the rotation cam and transmit it to the other side;
It is interposed between the inner surface of the ring housing of the outer ring shaft and the rotation cam to block the transmission of reverse torque within the set range from the outer ring shaft to the rotation cam, and the rotational force provided from the rotation cam is reduced to the Including a clutch bearing transmitted to the outer ring shaft,
The clutch bearing,
A clutch ring interposed between the inner circumferential surface of the ring housing part of the outer ring shaft and the rotation cam;
And a plurality of clutch balls inserted into a plurality of through holes formed to penetrate inside and outside along an outer circumferential surface of the clutch ring,
The plurality of clutch balls are positioned one for each side of the rotary cam,
The rotation cam is formed so that the plurality of clutch balls are not moved to the other surface between the inner circumferential surface of the ring housing, but are movable for a predetermined length from the same surface in the rotational direction of the clutch ring,
The setting range is defined by the predetermined length movable in the rotational direction of the clutch ring of the clutch ball,
The reverse torque transmitted from the fixed stabilizer bar or the rotation stabilizer bar is blocked within the predetermined length range moving in the rotation direction of the clutch ring of the clutch ball.
The method according to claim 1,
The clutch part,
An actuator of an active rotational stabilizer of a vehicle disposed between the driving unit and the deceleration unit.
The method according to claim 1,
The clutch part,
An actuator of an active rotational stabilizer of a vehicle disposed between the reduction unit and the rotational stabilizer bar.
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