KR20160080202A - Actuator for vehicle - Google Patents

Actuator for vehicle Download PDF

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Publication number
KR20160080202A
KR20160080202A KR1020140191785A KR20140191785A KR20160080202A KR 20160080202 A KR20160080202 A KR 20160080202A KR 1020140191785 A KR1020140191785 A KR 1020140191785A KR 20140191785 A KR20140191785 A KR 20140191785A KR 20160080202 A KR20160080202 A KR 20160080202A
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KR
South Korea
Prior art keywords
driving unit
speed reducer
driving
friction member
actuator
Prior art date
Application number
KR1020140191785A
Other languages
Korean (ko)
Inventor
안종선
박지형
Original Assignee
주식회사 인팩
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 주식회사 인팩 filed Critical 주식회사 인팩
Priority to KR1020140191785A priority Critical patent/KR20160080202A/en
Publication of KR20160080202A publication Critical patent/KR20160080202A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/682—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings with interruption of drive

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The present invention relates to a vehicle actuator, which comprises: a housing having both sides connected to stabilizer bars respectively and having an internal space; a driving unit installed within the housing, having a drive shaft connected to one side stabilizer bar and generating rotational force; a speed reducer connected to the driving unit to receive the rotational force from the driving unit for reducing a speed; and a power intercepting unit provided between the speed reducer and the driving unit to intercept or connect transmission of the rotational force from the driving unit to the speed reducer. Therefore, the present invention arranges the power intercepting unit between the driving unit and the speed reducer to enable the power of the driving unit to be intercepted to prevent the operation of the actuator when role control is not needed, thereby preventing unnecessary operations to enhance durability.

Description

[0001] ACTUATOR FOR VEHICLE [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to an actuator for a vehicle, and more particularly, to an actuator for a vehicle that prevents a rotational force generated by a driving unit from being transmitted to a decelerator during a straight running of the vehicle.

Generally, automobiles are made up of tens of thousands of parts, among which there are devices that perform mechanical operations using electricity, hydraulic pressure, and compressed air. Such devices are called actuators.

These actuators are widely used in automobiles, for example, for parking brakes, clutches, door locks, suspensions, electric mirrors, and the like.

Actuators are used in double suspensions, which are called active roll control devices.

The active roll control device varies the connection distance between one end of the stabilizer and the suspension arm by connecting one end of the suspension arm and the stabilizer bar and connecting the actuator to the connection portion of the stabilizer bar to vary the torsional rigidity of the stabilizer bar Change mechanism.

A conventional actuator for performing an operation in an active roll control unit is shown in Fig.

As shown in the figure, a conventional actuator 10 includes a housing 11, a driving unit 12 installed in the housing 12 to generate rotational force, a driving unit 12 coupled to the shaft 12a of the driving unit 12, And a decelerator 13 for decelerating the rotational force.

The driving unit 12 is composed of a motor that generates a rotational force by electric power supply.

A conventional actuator 10 is connected to a stabilizer bar 1 whose both sides are connected to the wheels of a vehicle. One stabilizer bar 1 is connected to a motor serving as a driving unit 12, Is connected to the speed reducer (13).

In such a conventional actuator 10, when the motor serving as the driving unit 12 is driven by the control unit to generate a rotating force, the rotational force of the driving unit 12 is reduced through the speed reducer 13 when the vehicle travels in a curve. The decelerated rotational force is connected to the speed reducer 13, and the stabilizer bar 1 is operated.

However, the conventional actuator 10 should not operate during the straight running of the vehicle, but the drive shaft of the drive unit to which the stabilizer bar 1 is connected is mechanically rotated according to the state of the road surface. Then, the speed reducer 13 connected to the driving shaft of the driving unit 12 is operated, and the stabilizer bar 1 connected to the speed reducer 13 is unnecessarily operated. As a result, the endurance and performance of the product are deteriorated.

Korean Patent Registration No. 10-1371484

SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and an object of the present invention is to provide an actuator for a vehicle that prevents the stabilizer from being actuated by preventing the rotational force generated by the driving unit from being transmitted to the reducer, There is a purpose.

According to an aspect of the present invention, there is provided a driving apparatus for a vehicle including a housing having a stabilizer bar connected to both sides thereof, a housing having a space therein, a driving unit having a driving shaft connected to the stabilizer bar on one side, And a power cutoff unit connected between the reducer and the drive unit to cut off or connect the rotational force of the drive unit to the reducer.

The power interrupting unit includes a first friction member movably coupled to the speed reducer at an end of the driving unit facing the speed reducer, an elastic member coupled to the driving unit to reciprocate the first friction member toward the speed reducer, And a second friction member coupled to the speed reducer to be rotated when the rotational force of the driving unit is transmitted to the speed reducer and to be closely connected to or separated from the first friction member .

The elastic member is connected at one end to the inside of the driving portion and is protruded from the end of the driving portion toward the reducer so as to separate the first friction member from the end portion of the driving portion.

Further, the electromagnet is disposed to the end of the driving portion on the inner side of the driving portion, and is installed toward the first friction member, and generates electric power by receiving electricity when driving the driving portion.

Further, the elastic force of the elastic member is formed to be smaller than the magnetic force generated in the electromagnet, and when the magnetic force is generated in the electromagnet, the elastic member is compressed so that the first friction member is attached to the electromagnet.

According to the present invention, since the power interrupting unit is provided between the driving unit and the speed reducer, the power of the driving unit can be cut off so that the actuator is not operated when the roll control is not needed, and the durability of the product can be improved.

1 is a cross-sectional view showing a conventional vehicle actuator.
2 is a sectional view showing an actuator for a vehicle according to an embodiment of the present invention;
3 is a cross-sectional view of the main portion showing the operating state of the actuator of Fig. 2;
4 is a cross-sectional view of the main portion showing the non-operating state of the actuator of Fig. 2;

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. In this process, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are terms defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

FIG. 2 is a cross-sectional view showing an actuator for a vehicle according to an embodiment of the present invention, FIG. 3 is a cross-sectional view of a principal part showing an operating state of the actuator of FIG. 2, It is a lumbar section.

First, an actuator 100 for a vehicle according to an embodiment of the present invention decelerates the rotation generated by the driving unit 120 and transmits the decelerated rotation to an external (stabilizer), which can be used throughout the automobile.

The actuator 100 in the embodiment of the present invention is configured such that the power of the driving unit 120 is connected to the stabilizer bar 1 so that the stabilizer bar 1 of the vehicle is used, And blocks transmission to the decelerator 130.

The actuator 100 includes a housing 110 having an inner space, a driving unit 120 installed in the housing 110 to generate a rotating force, a driving unit 120 connected to the driving unit 120, And a power cutoff unit 150 provided between the speed reducer 130 and the driving unit 120 to block the rotational power of the driving unit 120 from being transmitted to the speed reducer 130.

The housing 110 is for forming an outer shape of the actuator 100 and is provided between the stabilizer bars 1, the both ends of which are respectively connected to both wheels of the vehicle.

The driving unit 120 is connected to the stabilizer bar 1 connected to one of the stabilizer bars 1, which is installed at one side in the inner space of the housing 110 and connected to both wheels.

The driving unit 120 is constituted by a motor driven by a control unit 140 to be described later to generate a rotational force.

The drive shaft 120 is connected to the stabilizer bar 1 via a drive shaft 121 and receives a signal from the control unit 140 to operate the motor. The driving unit 120 is configured to be connected to or disconnected from the speed reducer 130 by a power shutoff unit 150 described later.

The decelerator 130 is connected to or disconnected from the drive shaft 121 of the drive unit 120 by a power cutoff unit 150 to be described later to reduce the rotational force generated by the drive unit 120, To the stabilizer bar 1 connected to the stabilizer bar 1.

Here, the speed reducer 130 is not particularly limited in configuration, and may be configured to reduce the rotational speed of the motor, which is the driving unit 120, and to transmit the reduced rotational speed to a large For example, a cycloid speed reducer, a plurality of planetary gear reducers, and a harmonic speed reducer may be used, having a shift gear ratio. In the embodiment of the present invention, for example, a harmonic speed reducer is used as the speed reducer.

The power cutoff unit 150 is provided between the motor 120 as the driving unit 120 and the speed reducer 130 to transmit or cut off the rotational force transmitted from the driving unit 120 to the speed reducer 130. The power cutoff unit 150 includes a first friction member 151, A second friction member 152, an elastic member 153, and an electromagnet 154.

The first friction member 151 is connected to a motor serving as the driving unit 120 so that the first friction member 151 is not rotated when the driving shaft 121 of the driving unit 120 rotates during operation of the driving unit 120.

The second friction member 152 is coupled to one side of the speed reducer 130 and is separated from the first friction member 151 during roll control, that is, during operation of the motor, The rotational force is prevented from being transmitted to the speed reducer 130 when the driving shaft 121 of the driving unit 120 is mechanically rotated.

The elastic member 153 is provided to the motor serving as the driving unit 120 and is connected to the first friction member 151 to provide an elastic force to push the first friction member 151 toward the speed reducer 130.

One end of the elastic member 153 is coupled to the driving unit 120 and the other end of the elastic member 153 protrudes toward the speed reducer 130 at the end of the driving unit 120 on the side of the speed reducer 130, Lt; / RTI >

The electromagnet 154 is provided in the driving unit 120. When electric power is supplied, a magnetic force is generated. During the roll control, the control unit 140 cuts off the electric power to generate magnetic force, The electric power is supplied by the control unit 140 to generate a magnetic force.

The electromagnet 154 is provided in the driving unit 120 and is directed toward the speed reducer 130. When the roll control is performed, a magnetic force is generated to pull the second friction member 152 to attract the second friction member 152 ) From the first friction member (151).

The power cut-off unit 150 is not operated when the roll control is not performed, and is configured to be supplied or cut off by the control of the control unit 140 so as to operate in roll control.

That is, the power interrupting unit 150 transmits the rotational force generated by the driving unit 120 to the decelerator 130 by the control unit 140 at the time of curving the vehicle, That is, electricity is not supplied to the electromagnet 154, so that rotational force generated mechanically by the driving unit 120 is prevented from being transmitted to the speed reducer 130. [

Specifically, the control unit 140 controls the electric power to be supplied to the electromagnet 154 of the power cutoff unit 150 when roll control is performed due to the curve running of the vehicle. A magnetic force is generated in the electromagnet 154 and the second friction member 152 which has been in close contact with the first friction member 151 moves toward the driving portion 120 and is attached to the electromagnet 154. Then, the rotational force generated in the driving unit 120 is transmitted to the speed reducer 130 along the driving shaft 121.

On the other hand, when the vehicle runs on a straight road, the control unit 140 controls the electric power supplied to the electromagnet 154 of the power cutoff unit 150 to be cut off so that the roll control is not performed. The first friction member 151 attached to the electromagnet 154 is moved toward the speed reducer 130 by the elastic force of the elastic member 153 and is brought into close contact with the second friction member 152 to be connected to the driving shaft 121 The first friction member 151 fixed to the drive unit 120 is fixed to the second friction member 152 coupled to the speed reducer 130 so that the second friction member 152 can not contact the second friction member 152 even if a roll occurs in the stabilizer bar 1, The speed reducer 130 coupled to the member 152 is not rotated and the drive shaft 121 connected to the speed reducer 130 is also prevented from rotating.

As described above, the vehicle actuator 100 according to the present invention includes the power shut-off unit 150, so that the power of the driving unit 120 can be cut off so that the actuator 100 is not operated when the roll control is not needed, The operation can be prevented and the durability can be improved.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It is understandable. Accordingly, the true scope of the present invention should be determined by the following claims.

100: Actuator
110: Housing
120: driving part 121:
130: Reducer
140: control unit
150: power blocking unit 151: first friction member
152: second friction member 153: elastic member
154: Electromagnet

Claims (5)

A housing having a stabilizer bar connected to both sides thereof and having a space inside thereof;
A driving unit provided inside the housing and having a driving shaft connected to a stabilizer bar on one side and generating a rotational force;
A speed reducer connected to the driving unit to reduce the rotational force of the driving unit;
A power interrupting unit provided between the speed reducer and the driving unit to block or connect transmission of the rotational force of the driving unit to the speed reducer;
And an actuator for driving the vehicle. The method according to claim 1,
The power cut-
A first friction member movably coupled to an end of the driving unit facing the decelerator toward the decelerator;
An elastic member coupled to the driving portion and reciprocating the first friction member toward the speed reducer;
An electromagnet provided in the driving unit and generating a magnetic force in accordance with the supply of electricity;
A second friction member coupled to the speed reducer to be rotated when the rotational force of the driving unit is transmitted to the speed reducer and to be closely connected to or separated from the first friction member;
And an actuator for driving the vehicle.
The method of claim 2,
The elastic member,
Wherein one end of the driving portion is connected to and supported by the inner side of the driving portion and is protruded from the end portion of the driving portion toward the reducer so as to separate the first friction member from the end portion of the driving portion. The method of claim 2,
The electromagnet,
Wherein the actuator is disposed toward the first friction member from an inner side of the driving unit and generates an electric magnetic force by receiving electricity when the driving unit is driven. The method of claim 2,
Wherein an elastic force of the elastic member is formed to be smaller than a magnetic force generated in the electromagnet, and when the magnetic force is generated in the electromagnet, the elastic member is compressed so that the first friction member is attached to the electromagnet.
KR1020140191785A 2014-12-29 2014-12-29 Actuator for vehicle KR20160080202A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020140191785A KR20160080202A (en) 2014-12-29 2014-12-29 Actuator for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020140191785A KR20160080202A (en) 2014-12-29 2014-12-29 Actuator for vehicle

Publications (1)

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KR20160080202A true KR20160080202A (en) 2016-07-07

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KR1020140191785A KR20160080202A (en) 2014-12-29 2014-12-29 Actuator for vehicle

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20180120333A (en) * 2017-04-27 2018-11-06 현대자동차주식회사 Active roll stabilizer bar unit

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101371484B1 (en) 2012-12-31 2014-03-10 현대자동차주식회사 Actuator of active roll control system

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101371484B1 (en) 2012-12-31 2014-03-10 현대자동차주식회사 Actuator of active roll control system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20180120333A (en) * 2017-04-27 2018-11-06 현대자동차주식회사 Active roll stabilizer bar unit

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