KR102396852B1 - An automobile - Google Patents

Abstract

An automobile having improved ride comfort and steering stability is provided.
To this end, the automobile according to the embodiment of the present invention includes an actuator, a first stabilizer bar having one end coupled to one end of the actuator, a second stabilizer bar having one end coupled to the other end of the actuator, and the first stabilizer bar. and a decoupler coupling at least one of one end and one end of the second stabilizer bar to the actuator.

Description

automobile{AN AUTOMOBILE}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle, and more particularly, to a vehicle in which a stabilizer for adjusting the left and right heights of a vehicle body is installed.

In general, a vehicle provides a more comfortable ride to passengers by absorbing vibrations transmitted from a road surface through a wheel while driving through a suspension.

In addition, the vehicle is provided with a stabilizer to minimize shaking of the vehicle body in the left and right directions, which is generated when the road surface is curved up and down or when the vehicle turns in the left and right directions.

The stabilizer includes a stabilizer bar and stabilizer links respectively coupled to both ends of the stabilizer bar.

The stabilizer bar is disposed long from left to right toward the left and right wheels from the lower part of the vehicle body, and the stabilizer link has one end coupled to the stabilizer bar and the other end coupled to the left and right shock absorbers, so that the stabilizer bar is coupled to both ends, respectively. It is connected to the left and right shock absorbers through the.

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

The active rotation type stabilizer is composed of a pair of half stabilizer bars coupled to both ends of an actuator, respectively, and the actuator operates according to the size of the roll generated in the vehicle to adjust the roll stiffness of the pair of half stabilizer bars By doing so, the posture of the vehicle is stabilized.

SUMMARY OF THE INVENTION An object of the present invention is to provide an automobile having improved ride comfort and steering stability.

Another object to be solved by the present invention is to provide a vehicle capable of preventing damage to an actuator of a stabilizer.

The problems of the present invention are not limited to the problems mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the following description.

In order to achieve the above object, an automobile according to an embodiment of the present invention includes an actuator, a first stabilizer bar having one end coupled to one end of the actuator, a second stabilizer bar having one end coupled to the other end of the actuator, and the second stabilizer bar having one end coupled to the other end of the actuator. and a decoupler coupling at least one of one end of the first stabilizer bar and one end of the second stabilizer bar to the actuator, wherein the decoupler is coupled to the actuator and has a first groove formed on one side thereof. element, and at least one of one end of the first stabilizer bar and one end of the second stabilizer bar is coupled, rotatably coupled to the actuator, and a second on one side facing the one side of the decoupler fixing element and a decoupler rotation element having a groove formed therein, and a decoupler rotation preventing element inserted into the first groove and the second groove.

Details of other embodiments are included in the detailed description and drawings.

In the automobile according to the embodiment of the present invention, since the decoupler absorbs the shock transmitted to the actuator through at least one of the first stabilizer bar and the second stabilizer bar, ride comfort and adjustment stability are improved, and damage to the actuator is prevented It has a preventable effect.

Effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the description of the claims.

1 is a front view showing an active rotation type stabilizer for a vehicle according to an embodiment of the present invention;
2 is a conceptual diagram showing a suspension device for a vehicle according to an embodiment of the present invention;
3 is a cross-sectional view showing an active rotation type stabilizer for a vehicle according to an embodiment of the present invention;
4 is a view showing the configuration of one of the plurality of planetary gear sets shown in FIG. 3;
5 is an exploded perspective view showing the decoupler shown in FIG. 3;
FIG. 6 is a side cross-sectional view illustrating the decoupler shown in FIG. 3 .

Advantages and features of the present invention, and methods of achieving them, will become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but may be implemented in various different forms, and only these embodiments allow the disclosure of the present invention to be complete, and common knowledge in the technical field to which the present invention pertains. It is provided to fully inform the possessor of the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout.

Hereinafter, a vehicle according to an embodiment of the present invention will be described with reference to the drawings.

1 is a front view illustrating an active rotation type stabilizer for a vehicle according to an embodiment of the present invention, and FIG. 2 is a conceptual diagram illustrating a suspension device for a vehicle according to an embodiment of the present invention.

1 and 2 , the vehicle according to the embodiment of the present invention includes a vehicle body 110 and an active circuit disposed below the vehicle body 110 to adjust the left and right heights of the vehicle body 110 when the vehicle is running. Includes an Active Rotary type Stabilizer. The active rotation type stabilizer includes stabilizer bars 180 and 190 extending in the left and right directions toward the left wheel 121 and the right wheel 122, and the stabilizer bars 180 and 190 are coupled to the center of the left and right directions to form a stabilizer. It includes an actuator 100 that generates and supplies a predetermined rotational force to the bars 180 and 190 .

Stabilizer links 610 and 620 are coupled to both ends of the stabilizer bars 180 and 190, respectively. That is, the stabilizer bar 180 , 190 has one end coupled to the actuator 100 linearly extended in the left and right direction, and the other end not coupled to the actuator 100 is bent. One end of the stabilizer links 610 and 620 is coupled to the ends of the stabilizer bars 180 and 190 of the bent portion, respectively. And, the other end of the stabilizer link (610, 620) is coupled to the shock absorber (126, 127).

The stabilizer bar 180, 190 is coupled to the left end of the actuator 100 and the first stabilizer bar 180 extending toward the left wheel 121, and the actuator 100 is coupled to the right end of the right wheel ( and a second stabilizer bar 190 extending toward 122 . In addition, the stabilizer links 610 and 620 include a left stabilizer link 610 coupled to the first stabilizer bar 180 and a right stabilizer link 620 coupled to the second stabilizer bar 190 .

The shock absorbers 126 and 127 are the left shock absorber 126 connecting the left wheel 121 and the vehicle body 110, and the right shock absorber 127 connecting the right wheel 122 and the vehicle body 110. include The left shock absorber 126 and the right shock absorber 127 elastically support the vehicle body 110 to absorb the vibration transmitted from the road surface to the vehicle body 110 through the left and right wheels 121 and 122 when the vehicle is driving. perform the function

The shock absorbers 126 and 127 are the strut tubes 126a and the strut rods drawn out from the strut tube 126a and inserted into the strut tube 126a during bumps and rebounds of the left and right wheels 121 and 122. (126b). The upper end of the strut rod 126b is coupled to the vehicle body 110 .

The left and right wheels 121 and 122 shown in FIG. 2 exemplify the front wheels of a vehicle, and in the case of the front wheels, the strut tube 126a is a knuckle 1 for rotatably supporting the left and right wheels 121 and 122. (2) is combined. However, in the case of the rear wheel, the strut tube 126a is coupled to the upper side of the lower arms 131 and 132 to be described later.

The knuckles 1 and 2 are the left knuckle 1 rotatably supporting the carrier on which the wheel of the left wheel 121 is mounted, and the right side rotatably supporting the carrier on which the wheel of the right wheel 122 is mounted. It includes a knuckle (2).

Upper arms 141 and 142 are coupled to the upper portions of the knuckles 1 and 2 , and lower arms 131 and 132 are coupled to the lower portions of the knuckles 1 and 2 . The upper arms 141 and 142 are disposed above the lower arms 131 and 132 , and the lower arms 131 and 132 are disposed below the upper arms 141 and 142 .

The upper arms 141 and 142 include a left upper arm 141 connecting the left wheel 121 and the vehicle body 110 , and a right upper arm 142 connecting the right wheel 122 and the vehicle body 110 . include

In addition, the lower arms 131 and 132 include a left lower arm 131 connecting the left wheel 121 and the vehicle body 110 , and a right lower arm 132 connecting the right wheel 122 and the vehicle body 100 . ) is included.

The right end of the first stabilizer bar 180 is coupled to the left end of the actuator 100 , and the left end is coupled to the right end of the left stabilizer link 610 . And, the left end of the stabilizer link 610 is coupled to the left shock absorber (126). The left stabilizer link 610 has a right end rotatably coupled to a left end of the first stabilizer bar 180 , and a left end rotatably coupled to the left shock absorber 126 .

The left end of the second stabilizer bar 190 is coupled to the right end of the actuator 100 , and the right end is coupled to the left end of the right stabilizer link 620 . In addition, the right end of the right stabilizer link 620 is coupled to the right shock absorber 127 . The right stabilizer link 620 has a left end rotatably coupled to a right end of the second stabilizer bar 190 , and a right end rotatably coupled to the right shock absorber 127 .

The left upper arm 141 has a left end rotatably coupled to the left knuckle 1 , and a right end rotatably coupled to the vehicle body 110 . In addition, the right upper arm 141 has a left end rotatably coupled to the vehicle body 110 , and a right end rotatably coupled to the right knuckle 2 .

A left end of the lower arm 131 is rotatably coupled to the left knuckle 1 , and a right end is rotatably coupled to the vehicle body 110 . In addition, the right lower arm 132 has a left end rotatably coupled to the vehicle body 110 , and a right end rotatably coupled to the right knuckle 2 .

The operation of the active rotary stabilizer configured as described above will be briefly described as follows.

First, the actuator 100 does not operate at all when the vehicle travels in a straight line.

Next, when the vehicle turns in the right direction, the vehicle body 110 is inclined in the left direction due to 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 first stabilizer bar 180 on the left side of which the vehicle body 110 is relatively lowered is rotated in one direction while pushing the left shock absorber 126 through the left stabilizer link 610 as a medium to push the vehicle body 110 upward, The second stabilizer bar 190 on the right side of which the vehicle body 110 is relatively elevated is rotated in the other direction while pulling the right shock absorber 127 through the right stabilizer link 620 as a medium to hold the vehicle body 110 down. Pull the vehicle body 110 back to its original position.

Conversely, when the vehicle turns in the left direction, the vehicle body 110 is inclined in the right direction due to inertia. At this time, the actuator 100 is operated to generate rotational force in the other direction so that the vehicle body 110 is restored to its original position. Then, the first stabilizer bar 180 on the left side of which the vehicle body 110 is relatively elevated is rotated in the other direction while pulling the left shock absorber 126 via the left stabilizer link 610 as the vehicle body 110 is lowered. The second stabilizer bar 190 on the right side of which the vehicle body 110 is relatively lowered is rotated in one direction and the right shock absorber 127 is pushed through the right stabilizer link 620 as a medium while pushing the vehicle body 110 upward. and restore the vehicle body 110 to its original position.

As described above, the active rotation type stabilizer for a vehicle according to an embodiment of the present invention adjusts the left and right heights of the vehicle body 110 inclined to the left or right according to the turning direction of the vehicle, such as straight driving instead of turning driving By implementing this, it provides a more comfortable and stable riding feeling to the occupant, and also provides adjustment stability of the vehicle.

3 is a cross-sectional view showing an active rotation type stabilizer for a vehicle according to an embodiment of the present invention, and FIG. 4 is a view showing the configuration of one of the plurality of planetary gear sets shown in FIG. 3 .

Referring to FIGS. 3 and 4 , the actuator 100 of the active rotation type stabilizer of a vehicle according to an embodiment of the present invention includes a housing 105 having a predetermined space therein, and provided inside the housing 105 . It includes a motor 200 for generating a predetermined rotational force, and a speed reducer 300 provided inside the housing 105 and decelerating the rotational force generated by the motor 200 to have a predetermined reduction ratio.

More specifically, the motor 200 includes a stator 210 fixed adjacent to one inner circumferential surface of the housing 105 and a rotor 220 that is rotated according to power supply inside the stator 210 . can That is, the motor 200 is a kind of driving motor driven by electric force. The positions of the stator 210 and the rotor 220 are not limited, and according to an embodiment, the stator 210 is located at the axial center of the housing 105 , and the rotor 220 is the outer circumferential surface of the stator 210 . It is also possible to be provided so as to be arranged to surround and rotate according to the power supply.

The reducer 300 includes three planetary gear sets 310 , 320 , 330 that are disposed adjacent to the motor 200 and receive rotational force from the motor 200 to reduce primary, secondary, and tertiary speed. do. The reducer 300 reduces the rotational speed of the motor 200 to amplify the rotational force of the motor 200 and transmits it to the second stabilizer bar 190 .

The three planetary gear sets 310, 320, and 330 are sequentially arranged in the axial direction. That is, the reducer 300 includes a first planetary gear set 310 disposed on the leftmost side in proximity to the motor 200 and a third planetary gear set 310 disposed on the rightmost side close to the second stabilizer bar 190 ( 330 , and a second planetary gear set 320 disposed between the first planetary gear set 310 and the third planetary gear set 330 .

The first planetary gear set 310 , the second planetary gear set 320 , and the third planetary gear set 330 are all formed in the same configuration. The first planetary gear set 310, the second planetary gear set 320, and the third planetary gear set 330 are, respectively, a sun gear 311 and a plurality of planetary gears disposed along the circumference of the sun gear 311 ( 312 , and a ring gear 313 surrounding the plurality of planetary gears 312 and fixed to the inner circumferential surface of the housing 105 .

The sun gear 311 is disposed at the center of the shaft inside the ring gear 313 , and the plurality of planetary gears 312 are meshed between the sun gear 311 and the ring gear 313 inside the ring gear 313 . When the sun gear 311 is rotated, the plurality of planetary gears 312 orbit along the circumference of the sun gear 311 while rotating in the opposite direction to the sun gear 311 .

An input shaft 340 coupled to the rotation shaft 230 of the motor 200 is coupled to the center of the axis of the sun gear 311 of the first planetary gear set 310 . The input shaft 340 is a portion to which the rotational force of the motor 200 is input, and refers to the input shaft 340 of the reducer 300 . In addition, the output shaft 350 is coupled to the rotation shaft of the plurality of planetary gears 312 of the third planetary gear set 330 . The output shaft 350 is a part in which the rotational force of the motor 200 is amplified and output by the reducer 300 , and refers to the output shaft 350 of the reducer 300 .

The output shaft 350 is spline-coupled with the second stabilizer bar 190, and transmits the rotational force of the motor 200 amplified by the reducer 300 to the second stabilizer bar 190, so that the second stabilizer bar 190 is Twist in the circumferential direction. One end of the second stabilizer bar 190 is inserted into the center of the carrier 350 . In the center of the output shaft 350, an outer surface facing the second stabilizer bar 190 is opened so that one end of the second stabilizer bar 190 can be inserted, and gear teeth are formed on the opened inner circumferential surface. In addition, on the outer peripheral surface of one end of the second stabilizer bar 190 inserted into the center of the output shaft 350 , gear teeth meshing with the gear teeth formed on the opened inner peripheral surface of the output shaft 350 are formed. When one end of the second stabilizer bar 190 is inserted into the open center of the output shaft 350, the gear teeth formed on the inner circumferential surface of the open center of the output shaft 350, and the outer circumferential surface of one end of the second stabilizer bar 190 As the formed gear teeth mesh with each other, the second stabilizer bar 190 and the output shaft 350 are spline-coupled.

One end of the housing 105 is shielded by the decoupler 400 . The decoupler 400 is fixed to one end of the housing 105 . The first stabilizer bar 180 may be coupled to one end of the housing 105 through the decoupler 400 , so that the first stabilizer bar 180 may be coupled to one end of the actuator 100 through the decoupler 400 . there is.

The other end of the housing 105 is shielded by the reduction gear cover 360 . The reduction gear cover 360 is fixed to the other end of the housing 105 . The output shaft 350 of the reducer 300 passes through the reducer cover 360 and is rotatably disposed with respect to the reducer cover 360 . The output shaft 350 of the reducer 300 is rotatably coupled to the inner circumferential surface of the housing 105 through a bearing 370 .

On the other hand, in this embodiment, the decoupler 400 is disposed only at one end of the housing 105, and only the first stabilizer bar 180 is coupled to one end of the actuator 100 through the decoupler 400. The decoupler 400 is also disposed at the other end of the housing 105, so that the second stabilizer bar 190 is not directly coupled to the output shaft 350 of the reducer 300, but the actuator 100 through the decoupler 400 It may be coupled to the other end of

FIG. 5 is an exploded perspective view showing the decoupler shown in FIG. 3 , and FIG. 6 is a side cross-sectional view showing the decoupler shown in FIG. 3 .

3 and 5 and 6 , the decoupler 400 is coupled to and fixed to the actuator 100 and the first groove 411 is formed on one side of the decoupler fixing element 410 and the actuator A decoupler rotating element 420 rotatably coupled to 100 and having a second groove 421 formed on one side opposite to one side of the decoupler fixing element 410, a first groove 411 and and a decoupler anti-rotation element 430 inserted into the second groove 421 . The decoupler fixing element 410 and the decoupler rotating element 420 are formed of a metal material, and the decoupler rotation preventing element 430 is formed of an elastic material.

The decoupler fixing element 410 is formed in a circular plate body and inserted into the housing 105 of the actuator 100 , and then the outer circumferential surface is coupled to the inner circumferential surface of the housing 105 so as not to rotate in the circumferential direction. The first groove 411 and the second groove 421 are formed at positions corresponding to each other, and are disposed to face each other. A plurality of first grooves 411 are formed on one side facing the decoupler rotating element 420 . In this embodiment, two first grooves 411 are formed. The number of the first grooves 411 is not limited to two. The plurality of first grooves 411 are disposed parallel to each other in the longitudinal direction.

One end of the first stabilizer bar 180 is inserted and coupled to the decoupler rotating element 420 , and one end of the second stabilizer bar 190 is inserted and coupled to the output shaft 350 of the reducer 300 . If the decoupler 400 is disposed at both one end and the other end of the actuator 100 , one end of the first stabilizer bar 180 is on the decoupler rotating element 420 disposed at one end of the actuator 100 . It is inserted and coupled, and one end of the second stabilizer bar 190 is inserted and coupled to the decoupler rotating element 420 disposed at the other end of the actuator 100 . And, when the decoupler 400 is disposed only at the other end of the actuator 100 , one end of the first stabilizer bar 180 is directly coupled to the rotation shaft 230 of the motor 200 , and the second stabilizer bar 190 . ) is inserted into and coupled to the decoupler rotating element 420 disposed at the other end of the actuator 100 .

When the decoupler 400 is disposed at the other end of the actuator 100 , the output shaft 350 of the reducer 300 passes through the decoupler fixing element 410 to be rotatable with respect to the decoupler fixing element 410 . It is preferably arranged and fixed to the decoupler rotating element 420 so as to be rotated together with the decoupler rotating element 420 . Hereinafter, for understanding of the description, it will be described that the decoupler 400 is disposed only at one end of the actuator 100 .

A bar coupling part 422 to which one end of the first stabilizer bar 180 is inserted and coupled is formed in the decoupler rotating element 420 . A spline 423 coupled to one end of the first stabilizer bar is formed on the inner circumferential surface of the bar coupling part 422 . It is preferable that a spline (not shown) engaged with the spline 423 is formed on the outer peripheral surface of one end of the first stabilizer bar 180 inserted into the bar coupling part 422 . When one end of the first stabilizer bar 180 is inserted into the bar coupling part 422, one end of the first stabilizer bar 180 is spline-coupled with the decoupler rotating element 420, so the decoupler rotating element ( 420 receives a force to rotate in the circumferential direction due to a force to twist the first stabilizer bar 180 in the circumferential direction.

After the decoupler fixing element 410 is inserted into the housing 105 of the actuator 100 and the outer circumferential surface is coupled to the inner circumferential surface of the housing 105, the decoupler rotating element 420 is inserted into the housing 105 of the actuator 100. It is inserted into the outer peripheral surface is rotatably coupled to the inner peripheral surface of the housing 105 through the bearing (440). A bearing mounting portion 424 inserted into the housing 105 is formed on the decoupler rotating element 420 , and the bearing 440 is installed between the outer peripheral surface of the bearing mounting part 424 and the inner peripheral surface of the housing 105 .

A plurality of second grooves 421 are formed on one side of the decoupler rotating element 420 to be inserted into the housing 105 . In this embodiment, two second grooves 421 are formed. The number of the second grooves 421 is not limited to two, but is preferably formed in the same number as the number of the first grooves 411 . The plurality of second grooves 421 are disposed parallel to each other in the longitudinal direction.

The decoupler anti-rotation element 430 is formed to have a length corresponding to the first groove 411 and the second groove 421 . The decoupler rotation prevention element 430 is provided in plurality. In this embodiment, the decoupler anti-rotation element 430 is provided in two pieces. The number of the decoupler anti-rotation element 430 is not limited to two, but is preferably formed in the same number as the number of the plurality of first grooves 411 and the number of the plurality of second grooves 421 . When the plurality of decoupler anti-rotation elements 430 are respectively inserted into the plurality of first grooves 411 and the plurality of second grooves 421 , the plurality of decoupler anti-rotation elements 430 are connected to each other in the longitudinal direction. placed in parallel

On the other hand, the first groove 411 has a width in a direction perpendicular to the direction in which the decoupler anti-rotation element 430 is inserted (up and down width in the drawing of FIG. 6 ) is greater than the width of the decoupler anti-rotation element 430 . formed finely wide. In addition, the second groove 421 has a width in a direction perpendicular to a direction in which the decoupler anti-rotation element 430 is inserted is formed to be the same as the width of the decoupler anti-rotation element 430 .

Accordingly, when the decoupler rotation prevention element 430 is inserted into the first groove 411 and the second groove 421 , the decoupler rotation prevention element 430 has upper and lower surfaces in the longitudinal direction, the decoupler rotation element ( Although disposed in contact with the 420, there is a slight gap in the decoupler fixing element 410. That is, the longitudinal end of the first groove 411 and the longitudinal end of the decoupler anti-rotation element 430 in the circumferential direction are spaced apart by the clearance angle (D). When the first stabilizer bar 180 is twisted in the circumferential direction and the decoupler rotation element 420 is rotated with respect to the decoupler fixing element 410 , the decoupler rotation prevention element 430 moves within the first groove 411 . The shock transmitted from the first stabilizer bar 180 is absorbed while being bent by the relief angle D.

As described above, in the vehicle according to the embodiment of the present invention, the decoupler 400 receives the shock transmitted to the actuator 100 through at least one of the first stabilizer bar 180 and the second stabilizer bar 190 . Since it is absorbed, riding comfort and adjustment stability are improved, and damage to the actuator 100 can be prevented.

Those of ordinary skill in the art to which the present invention pertains will understand that the present invention may be embodied in other specific forms without changing the technical spirit or essential features thereof. Therefore, it should be understood that the embodiments described above are illustrative in all respects and not restrictive. The scope of the present invention is indicated by the following claims rather than the above detailed description, and all changes or modifications derived from the meaning and scope of the claims and their equivalent concepts are included in the scope of the present invention. should be interpreted

100: actuator 180: first stabilizer bar
190: second stabilizer bar 200: motor
230: rotation shaft of the motor 300: reducer
340: input shaft of the reducer 350: output shaft of the reducer
400: decoupler 410: decoupler fixing element
411: first groove 421: second groove
422: bar coupling portion 423: spline
420: decoupler rotation element 430: decoupler rotation prevention element
440: bearing

Claims (10)

actuator;
a first stabilizer bar having one end coupled to one end of the actuator;
a second stabilizer bar having one end coupled to the other end of the actuator; and
a decoupler coupling at least one of one end of the first stabilizer bar and one end of the second stabilizer bar to the actuator;
The decoupler is
a decoupler fixing element coupled to the actuator and having a first groove formed on one side thereof;
At least one of one end of the first stabilizer bar and one end of the second stabilizer bar is coupled, rotatably coupled to the actuator, and a second groove is formed on one side facing the one side of the decoupler fixing element a decoupler rotating element;
and a decoupler anti-rotation element inserted into the first groove and the second groove;
The first groove, the second groove and the decoupler rotation preventing element are formed in plurality,
The plurality of first grooves are arranged parallel to each other in the longitudinal direction,
The plurality of second grooves are arranged parallel to each other in the longitudinal direction,
The plurality of decoupler anti-rotation elements are disposed parallel to each other in a longitudinal direction. The method according to claim 1,
The first groove and the second groove are formed at positions corresponding to each other. delete delete The method according to claim 1,
A width of the first groove in a direction perpendicular to a direction in which the decoupler anti-rotation element is inserted is wider than a width of the decoupler anti-rotation element;
In the second groove, a width in a direction perpendicular to a direction in which the decoupler anti-rotation element is inserted is the same as a width of the decoupler anti-rotation element. The method according to claim 1,
When the decoupler anti-rotation element is inserted into the first groove and the second groove, between the longitudinal end of the first groove and the longitudinal end of the decoupler anti-rotation element in the circumferential direction A car in which is spaced apart by the clearance angle. The method according to claim 1,
The decoupler rotation preventing element is formed of an elastic material. The method according to claim 1,
A bar coupling portion is formed in the decoupler rotating element to which at least one of one end of the first stabilizer bar and one end of the second stabilizer bar is inserted and coupled;
A spline coupled to at least one of one end of the first stabilizer bar and one end of the second stabilizer bar is formed on an inner circumferential surface of the bar coupling part. The method according to claim 1,
and a bearing for rotatably coupling an outer circumferential surface of the decoupler rotating element to an inner circumferential surface of the actuator. The method according to claim 1,
The actuator includes a housing, a motor disposed in the housing, and a reducer disposed in the housing, an input shaft coupled to a rotation shaft of the motor, and an output shaft coupled to the second stabilizer bar,
The decoupler fixing element has an outer circumferential surface coupled to an inner circumferential surface of the housing,
An outer circumferential surface of the decoupler rotating element is rotatably coupled to an inner circumferential surface of the housing, and the first stabilizer bar is coupled thereto.

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