KR20150060258A

KR20150060258A - Actuator of vehicle and apparatus for controlling stability of vehicle with the said actuator

Info

Publication number: KR20150060258A
Application number: KR1020130144470A
Authority: KR
Inventors: 전진무
Original assignee: 현대모비스 주식회사
Priority date: 2013-11-26
Filing date: 2013-11-26
Publication date: 2015-06-03

Abstract

A divided stabilizer bar of an active stabilizer having an actuator decreases in the width direction length of the actuator, and has difficulty in securing hardness of the stabilizer bar. The actuator of the present invention can secure length and hardness of stabilizer bars on both sides, which decrease in the length of the actuator in ARS by including a motor assembly consisting of a motor cover, a motor housing, a bushing, etc. According to the present invention, the actuator for vehicles comprises: an actuator housing in which a fixed stabilizer bar is inserted into on one side, and a rotational stabilizer bar is inserted into the other side; a motor assembly including a stator which is formed on one side in the actuator housing and generates magnetism if power supply is applied, a rotor which rotates by magnetism, a motor cover where the fixing stabilizer bar is inserted and the rotor combined with the fixing stabilizer bar is embedded, and a motor housing where the motor cover is inserted and the stator combined with the motor cover is embedded; and a multistage planet gear set formed on the other side of the actuator housing, and connected with the rotational stabilizer bar.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an actuator for a vehicle,

The present invention relates to an active stabilizer including an actuator. More particularly, the present invention relates to an active stabilizer for securing the rigidity of both the stabilizer bars.

ARS (Active Roll Stabilizer) is a device that increases the stability and ride comfort of the vehicle by changing the stiffness of the stabilizer bar. Such an ARS controls the lateral posture of the vehicle by restricting the roll of the vehicle when the vehicle is turning and increasing the stability or distributing the roll stiffness of the front and rear wheels. In addition, the ARS can reduce the stiffness of the stabilizer bar when the vehicle is running straight and reduce the impact from the road surface, thereby improving ride comfort.

However, as disclosed in Korean Patent Publication No. 2008-0040058, the length of each divided stabilizer bar provided with the actuator system in the conventional ARS is shorter than the type in which the actuator system is not provided, as much as the width direction of the actuator. Therefore, in the case of the divided stabilizer bar having the actuator, when the actuator is not operated, a problem arises in that it is required to be thickly formed so that the necessary torsional force can be ensured only with the stabilizer bar.

The split stabilizer bar of the active stabilizer having the actuator is reduced by the length in the actuator width direction, making it difficult to secure the rigidity of the stabilizer bar. SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle actuator including a motor assembly composed of a motor cover, a motor housing, a bushing, and the like, and a vehicle posture control apparatus having the same.

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

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to provide a stabilizer bar in which a stationary stabilizer bar is inserted into one side and a rotatable stabilizer bar is inserted into the other side. A stator provided at one side of the inside of the actuator housing and generating a magnetic force when power is applied; A rotor rotated by the magnetic force; A motor cover in which the fixed stabilizer bar is inserted and the rotor is coupled with the fixed stabilizer bar; And a motor housing including the stator inserted into the motor cover and coupled with the motor cover. And a multi-stage planetary gear set provided on the other side of the actuator housing and connected to the rotatable stabilizer bar.

Preferably, one side of the stationary stabilizer bar is fixed in the motor cover by a bushing.

Preferably, the other side of the stationary stabilizer bar is fixed to the inner surface of the motor cover through welding.

Preferably, the bushing disperses a moment input from the outside at one end of the actuator.

Preferably, the fixed stabilizer bar and the rotor are spline-coupled.

Preferably, the motor cover and the stator are slidingly coupled through bearings.

According to another aspect of the present invention, there is provided an actuator device comprising an actuator housing into which a stationary stabilizer bar is inserted at one side and a rotatable stabilizer bar is inserted at the other side; A stator for generating a magnetic force when power is applied, a rotor for rotating by the magnetic force, a rotor for receiving the fixed stabilizer bar, and a rotor connected to the fixed stabilizer bar, A motor housing including a motor cover to which the motor cover is inserted and the stator to be engaged with the motor cover; And a multi-stage planetary gear set provided on the other side of the actuator housing and connected to the rotation stabilizer bar; A first electronic control device for detecting the roll angle of the vehicle based on sensing information obtained from sensors mounted on the vehicle when the vehicle is traveling; And a second electronic control device for calculating a torque for compensating the roll angle and controlling the actuator based on the torque.

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

The present invention can achieve the following effects by including a motor assembly composed of a motor cover, a motor housing, a bushing, and the like.

First, the length and rigidity of both stabilizer bars reduced by the length of the actuator in the ARS can be secured.

Second, since the length of the stabilizer bar reduced by the length of the actuator is secured, the thickness of the stabilizer bar can be reduced, which is advantageous for package construction.

Third, since the diameter of the existing stabilizing bar can be used as it is, the weight can be reduced.

1 is a bottom schematic view of a vehicle equipped with an ARS (Active Roll Stabilizer) system.
FIG. 2 is a comparative diagram comparing a vehicle equipped with an ARS system and a vehicle not equipped with an ARS system.
3 is a first exemplary view of an ARS system mounted on a vehicle.
4 and 5 are second exemplary views of an ARS system mounted on a vehicle.
6 is a functional diagram of an ARS system mounted on a vehicle.
7 is a reference diagram for explaining a problem of the conventional ARS.
8 is a cross-sectional view conceptually showing an actuator for a vehicle according to a preferred embodiment of the present invention.
9 is a cross-sectional view of a motor housing assembly constituting an actuator according to the present invention.
10 is a cross-sectional view of a motor cover assembly constituting an actuator according to the present invention.
11 is a reference diagram for explaining the effect of the present invention.
12 is a reference diagram for explaining driving of a vehicle to which the present invention is not applied.
13 is a reference diagram for explaining driving of a vehicle to which the present invention is applied.
14 is a graph showing a change in the roll angle with the vehicle turning.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the drawings, the same reference numerals are used to designate the same or similar components throughout the drawings. In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear. In addition, the preferred embodiments of the present invention will be described below, but it is needless to say that the technical idea of the present invention is not limited thereto and can be variously modified by those skilled in the art.

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

The ARS system is a device that increases the stability and ride comfort of a vehicle by varying the stiffness of the stabilizer bar. The ARS system controls the lateral posture of the vehicle by restricting the roll of the vehicle when the vehicle is turning, increasing the stability or distributing the roll stiffness of the front and rear wheels, as shown in Fig. 2A. 2 (b) is an illustration of a vehicle not equipped with an ARS system.

In addition, the ARS system reduces the stiffness of the stabilizer bar during straight running of the vehicle, thereby reducing the impact from the road surface, thereby improving ride comfort.

As shown in FIG. 2A, the vehicle equipped with the ARS system includes an actuator 110 and two stabilizer bars 120 and 130. The actuator 110 may be implemented as an electric rotary actuator. Either one of the two stabilizer bars 120 and 130 may be directly implemented as a fixed stabilizer, and the other may be implemented as a direct stabilizer stabilizer. It is also possible for both stabilizer bars 120 and 130 to be implemented directly in the rotary stabilizer.

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

The front ARS 211 is a rotary actuator for adjusting the twisting force of the stabilizer bar connecting the two front wheels FR and FL. The rear ARS 212 is a rotary actuator for adjusting the twisting force of the stabilizer bar connecting the two rear wheels RR and RL.

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

The brake ECU 240 is an ECU for brake-related operations such as ABS (Anti-lock Brake System) and ESC (Electronic Stability Control). The wheel speed sensor is a sensor that judges the condition of the vehicle such as speed, forward, reverse, turn, stop. The value measured by the wheel speed sensor is input to the brake ECU 240. [

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

A YR (Yaw Rate) sensor 231 is a sensor for determining the operation of the vehicle vertical axis. YR 231 senses rotation on the z-axis.

The X-axis G sensor 232 is an acceleration sensor for determining the forward and backward acceleration of the vehicle.

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

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

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

At this time, the front wheel ECU 330 collectively controls the system such as the DC-DC converter 350 and the BMS (Battery Management System) 360 as master ECUs, and selects the optimum torque value as the front wheel ARS 310 and the rear wheel ARS 320, respectively.

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

14 is a graph showing a change in the roll angle with the vehicle turning. Fig. 14 shows the test results of the ARS and the general stabilizer bar. It can be seen that the ARS has a smaller roll angle than the stabilizer bar, thereby improving the turning stability of the vehicle.

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

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

The first stabilizer bar is a stabilizer bar connected to one wheel of the vehicle. The second stabilizer bar is a stabilizer bar connected to the other wheel of the vehicle. Either one of the first stabilizer bar and the second stabilizer bar may be directly implemented as a fixed stabilizer, and the other may be implemented as a direct-acting stabilizer bar. It is also possible that both the first stabilizer bar and the second stabilizer bar are directly realized by a rotary stabilizer.

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

The first electronic control unit 430 detects the roll angle of the vehicle based on the sensing information 421 to 424 obtained from the sensors 420 mounted on the vehicle at the time of running 410. [ The first electronic control unit 430 is configured to detect the wheel angle 422 of the vehicle by the wheel speed sensor, the acceleration 424 of the vehicle including the X-axis acceleration and the Y-axis acceleration, The yaw rate 423 of the steering angle sensor 421, and the steering wheel angle 421 of the vehicle by the steering angle sensor 421 or the like. The first electronic control unit 430 detects a twist angle generated when the vehicle turns at a roll angle. The first electronic control unit 430 may be implemented by, for example, the brake ECU 240, the steering wheel ECU 250, or the like shown in FIG.

The second electronic control unit 440 calculates a torque for compensating the roll angle of the vehicle based on the torque generated by the first electronic control unit 430 and controls the actuator 450 on the basis of the torque . The second electronic control unit 440 may also be implemented as the actuator ECU 220 shown in Fig.

Generally, a common stabilizer bar is mounted to reduce the centrifugal force when the vehicle is turned left or right.

In the present invention, this general stabilizer bar is cut and separated from the center, and a rotary actuator such as a front wheel ARS 211 and a rear wheel ARS 212 is formed at that position, and the rotary actuator is rotated Thereby generating a twisting force corresponding thereto, thereby making the posture of the vehicle actively similar to the normal straight running state through both stabilizer bars.

When driving is started 410, information about the running of the vehicle (wheel speed 422), left and right tilt (yaw rate 423, acceleration 424), angle of the steering wheel 421, The information is collected (430) in each ECU, and an operation command is transmitted to the rotary actuator through an ECU (440) for operating the rotary actuator (450).

The stabilizer bar connected at both ends of the actuator is connected to the left and right suspension by a stabilizer bar link. In this structure, when data collected in the sensors 421 to 424 is analyzed and a torque suitable for the situation is derived, the torque is outputted through the rotary actuator to operate the active stabilizer, thereby reducing the roll moment of the vehicle, .

12 is a reference diagram for explaining driving of a vehicle to which the present invention is not applied. Fig. 12 (a) shows a stopped vehicle, (b) shows a vehicle cornering to the right, and (c) shows a vehicle cornering to the left.

As shown in FIG. 12 (b), when the vehicle cornering to the right is viewed from the front, all of the body parts connected to the right wheel are raised at the existing position by the centrifugal force when the vehicle is turned, The body parts connected to the vehicle will be lowered from the existing position, so that the right side is raised in the vehicle interior, and the left side sinks so that the passengers are shifted to the left.

In the case of FIG. 12 (c), all of the cases are opposite to the case of FIG. 12 (b).

13 is a reference diagram for explaining driving of a vehicle to which the present invention is applied. 13 (a) shows a stopped vehicle, (b) shows a vehicle cornering to the right, and FIG. 13 (c) shows a vehicle cornering to the left.

An example in which the present invention is applied instead of the stabilizer bar of a general vehicle is as shown in Fig. According to the present invention, the rotary stabilizer bar is twisted with the actuator in the middle of the stabilizer bar so as to be rotatable so as to generate a desired angle difference with the stationary stabilizer bar.

When the vehicle is turned to the right, as shown in FIG. 12 (b), a general vehicle will be in a posture of the vehicle to one side. However, as shown in FIG. 13 (b) The stabilizer bar on the right side of the vehicle is prevented from being lifted by pulling the lower arm of the right side of the vehicle by rotating the stabilizer bar toward the roof of the vehicle and the stabilizer bar on the left side of the vehicle is raised to the opposite side due to the relative rotation of the actuator, It is possible to prevent the vehicle from sinking to prevent the vehicle from leaning to the left.

On the other hand, as shown in FIG. 13 (c), when the vehicle is turned to the left, the stabilizer bars on the left side of the vehicle whose height is increased are twisted to pull down the left lower arm to lower the height of the vehicle, And the stabilizer bar on the right portion of the vehicle is twisted toward the bottom of the car through the relative movement to push the arm so that the height of the sunken portion is raised to prevent the right side of the vehicle from sinking to prevent the vehicle from being pushed to the right.

The present invention improves the turning stability of the vehicle due to these operations and can improve the ride comfort felt by the passenger.

Next, a vehicle actuator having a backlash reduction mechanism for preliminarily axially pre- ping gears located therein and a position sensor mounted in the vicinity of the motor will be described.

The objectives of the present invention are summarized as follows.

First, a vehicle stability assist function is realized by generating a torque by using a rotary actuator in the middle of the stabilizer bar and compensating the left / right tilt of the vehicle by twisting the stabilizer bar.

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

Third, the position sensor and the output unit are connected to each other so that the vehicle state can be known, and the electric wire is configured to supply the power of the motor and the sensor together.

The conventional ARS is reduced by the length in the actuator width direction, making it difficult to secure the rigidity of the stabilizer bar. 7 is a reference diagram for explaining a problem of the conventional ARS.

Figure 7 (a) shows a general form of an active roll stabilizer (ARS). The general ARS includes an actuator composed of a speed reducer 510 and a motor 520, a rotatable stabilizer bar 530, a fixed stabilizer bar 540 and a power source 550.

(1) Actuator operation (CASE 1, see Fig. 7 (b))

When the vehicle is tilted by the centrifugal force when the vehicle turns, the active stabilizer operates, and the rotating torque is increased through the speed reducer through the rotatable stabilizer bar 530 while the motor rotates. At this time, the rotatable stabilizer bar 530 rotates and the stationary stabilizer bar 540 fixed with the actuator by the relative action rotates in the opposite direction, and a torsional force is generated in each of the stabilizer bars 530 and 540, It must be sustained.

(2) When the actuator does not operate (CASE 2, see (c) of FIG. 7)

When the actuator is not operating, the external force that the vehicle has turned when it is turned is transmitted to the rotatable stabilizer bar 530 or the fixed stabilizer bar 540 so that a twisting force is generated and sustained.

CASE 1 and 2 both generate a torsional force on the stabilizer bar due to the external force acting when turning the vehicle. At this time, the stabilizer bar, which is shortened by the actuator width length, must be designed to be thick or secured in length so that the stabilizer bar can not secure a sufficient length.

8 is a cross-sectional view conceptually showing an actuator for a vehicle according to a preferred embodiment of the present invention.

First, each component unit constituting the actuator will be described as follows.

The motor assembly 620 includes a motor housing 621, a motor cover 627, a rotor 623, a stator 622, a stationary stabilizer bar 540, a first bearing 625, 626) are assembled into an assy part.

The fixed stabilizer bar 540 is fixed to the motor cover 627.

The motor cover 627 fixes the fixed stabilizer bar 540 and serves as a cover for the motor housing 621 and protects the motor from an external impact.

A bushing 628 fixes the stationary stabilizer bar 540 and disperses the bending moment coming from the external force.

The rotor 623 is a component that rotates by the magnetic force generated by the stator 622 when power is applied to the motor.

The first bearing 625 and the second bearing 626 are components that axially fix the rotor 623 and smoothly rotate the rotor 623.

The stator 622 is a part for generating a magnetic force to rotate the rotor when power is applied to the motor.

The motor housing 621 is a component that fixes the stator 622 and protects the motor from an external impact.

The encoder 624 is a part for detecting the number of revolutions or the direction of the motor.

The speed reducer set 610 is a component that increases the torque of the incoming rotational force and sends it out.

The rotatable stabilizer bar 530 is connected to the final output portion of the speed reducer set 610, and is a component to which a rotational force is transmitted via a motor, a speed reducer, and the like.

Next, the assembling process of the actuator will be described.

(a) Fig. 9 is a sectional view of a motor housing assy constituting an actuator according to the present invention. 9, the active stabilizer actuator includes a first bearing 625 press-fitted into a motor housing 621, a stator 622 assembled to a motor housing assy state do.

(b) Fig. 10 is a sectional view of a motor cover assy constituting the actuator according to the present invention. The second bearing 626 is press-fitted into the motor cover 627 and the bushing 628 is fitted and assembled. The stationary stabilizer bar 540 is splined to the motor cover 627, It becomes an assy state.

(c) The upper end of the rotor 623 is slidably engaged with the first bearing 625, fixed to the motor housing attachment, and fixed to the encoder 624 (see FIG. 8).

(d) Finally, the motor cover assembly is assembled from the bottom, slidingly coupled with the lower end of the rotor 623 and the second bearing 626, and finally assembled into the motor assembly 620.

In the present invention, the stabilizer shortened in the width direction by the actuator is used as the diameter of the existing stabilizer bar as it is, and the weight of the stabilizer is reduced.

11 is a reference diagram for explaining the effect of the present invention.

Referring to FIG. 11, an external force generated when the vehicle is turning passes through the wheel and the knuckle and enters the stabilizer directly. Fixed stabilizer The twist force coming in directly reaches the motor cover through the end spline part of the fixed stabilizer bar and is transferred to the motor housing through the motor cover again. At this time, it becomes possible to serve as the length of the stabilizer by a length of the motor cover.

And the bushing 628 catches the bending moment coming from the outside at once in the middle and catches the stabilizer and disperses it into the housing, and helps the fixed stabilizer bar directly touch the motor housing to prevent the distortion.

All terms including technical or scientific terms have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs, unless otherwise defined in the Detailed Description. Commonly used terms, such as predefined terms, should be interpreted to be consistent with the contextual meanings of the related art, and are not to be construed as ideal or overly formal, unless expressly defined to the contrary.

It will be apparent to those skilled in the art that various modifications, substitutions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims. will be. Therefore, the embodiments disclosed in the present invention and the accompanying drawings are intended to illustrate and not to limit the technical spirit of the present invention, and the scope of the technical idea of the present invention is not limited by these embodiments and the accompanying drawings . The scope of protection of the present invention should be construed according to the following claims, and all technical ideas within the scope of equivalents should be construed as falling within the scope of the present invention.

Claims

An actuator housing into which a stationary stabilizer bar is inserted at one side and a rotatable stabilizer bar is inserted at the other side;
A stator provided at one side of the housing and generating a magnetic force when power is applied; A rotor rotated by the magnetic force; A motor cover in which the fixed stabilizer bar is inserted and the rotor is coupled with the fixed stabilizer bar; And a motor housing including the stator inserted into the motor cover and coupled with the motor cover. And
A multi-stage planetary gear set provided on the other side of the housing and connected to the rotation stabilizer bar,
And an actuator for driving the vehicle.

The method according to claim 1,
And one side of the fixed stabilizer bar is fixed in the motor cover by a bushing.

3. The method according to claim 1 or 2,
And the other side of the stationary stabilizer bar is fixed to the inner surface of the motor cover through welding.

3. The method of claim 2,
Wherein the bushing distributes a moment input from the outside at one end of the actuator.

The method according to claim 1,
And the fixed stabilizer bar and the rotor are spline-coupled to each other.

The method according to claim 1,
Wherein the motor cover and the stator are slidingly coupled through a bearing press-fitting.

An actuator housing into which a stationary stabilizer bar is inserted at one side and a rotatable stabilizer bar is inserted at the other side; A stator for generating a magnetic force when the power is applied, a rotor for rotating by the magnetic force, and a rotor inserted into the fixed stabilizer bar and coupled to the fixed stabilizer bar. A motor assembly including a motor cover and a motor housing in which the motor cover is inserted and the stator is engaged with the motor cover; And a multi-stage planetary gear set provided on the other side of the housing and connected to the rotation stabilizer bar;
A first electronic control device for detecting the roll angle of the vehicle based on sensing information obtained from sensors mounted on the vehicle when the vehicle is traveling; And
Calculating a torque for compensating the roll angle, and controlling the actuator based on the torque,
And a control unit for controlling the vehicle.

8. The method of claim 7,
Wherein the first electronic control device detects a twist angle generated when the vehicle turns at the roll angle.