Actuator for vehicle

Abstract

An actuator for a vehicle includes: a gear portion disposed to have an accommodation space formed therein and to rotate by an external force; a shaft disposed at a rotation center of the gear portion; a first clutch portion disposed to be coupled to the shaft with an outer circumferential surface in contact with an inner circumferential surface of the gear portion; a bearing coupled to the shaft and disposed in close contact with the first clutch portion; and a second clutch portion disposed so as to surround an outer circumferential surface of the bearing and to be in contact with an inner circumferential surface of the gear portion.

Description

Technical Field

[0001] The present invention relates to a vehicle actuator, and more particularly to a vehicle actuator that provides friction torques of different magnitudes depending on the rotational direction of a shaft when the actuator is fixed. Background Art

[0002] Actuators, devices or systems that receive power from a power source such as a motor or hydraulic device to perform mechanical operations, are used in a variety of industrial fields. For example, an actuator assembly may include multiple gears, which, through the number of teeth, module, pitch, and layout of the gears, convert the direction of the motor's power or increase or decrease its intensity before transmitting it to the outside.

[0003] Typically, existing actuators use a motor as a rotational power source. The motor's rotor output is converted into torque through a gear train (Gear Train) that is integrated with the rotor's output end and a gear combined with multiple spur gears to provide a high-torque rotational output to the shaft serving as the actuator's output end.

[0004] Such an actuator generally comprises an actuator assembly using a motor, and is configured to control the rotation direction of an output end by forward or reverse rotation of the motor.

[0005] However, since such conventional actuators are basically driven by the rotation of a motor, there is a problem that the gear train may be damaged or rendered inoperable when the rotor is rotated by an external force in contrast.

[0006]

Prior art literature

[0007] [Patent Document]

[0008] (Patent Document 0001) Korean Patent Publication No. 10-2005-0005436 (published on January 13, 2005) Summary of the Invention

[0009] The present invention is used to solve the problems described above. More specifically, the present invention aims to provide a vehicle actuator in which, when the shaft is rotated by an external force while the motor is stopped, the shaft can be rotated by sliding while the driving part including the motor is not rotating.

[0010] Another object of the present invention is to provide a vehicle actuator that can control frictional force differently depending on the rotation direction of the shaft when the shaft is rotated by an external force while the motor is stopped.

[0011] The present invention, for achieving the purpose described above, provides a vehicle actuator, comprising: a gear portion, arranged to form a receiving space inside and rotated by an external force; a shaft, arranged at the rotation center of the gear portion; a first clutch portion, arranged to be coupled to the shaft so that the outer peripheral surface contacts the inner peripheral surface of the gear portion; a bearing, coupled to the shaft and arranged in close contact with the first clutch portion; and a second clutch portion, arranged to surround the outer peripheral surface of the bearing and contact the inner peripheral surface of the gear portion.

[0012] The first clutch component may be fastened to interfere with rotation of the shaft.

[0013] The bearing may be arranged to rotate relative to the second clutch component when the shaft rotates in one direction, and to rotate simultaneously with the second clutch component when the shaft rotates in the other direction.

[0014] The bearing includes: an inner wheel coupled to the outer circumference of the shaft; an outer wheel coupled to the inner circumference of the second clutch part on the outer side of the inner wheel; a plurality of balls sandwiched between the inner wheel and the outer wheel for rolling motion, wherein the outer wheel includes: an interference portion extending from the inner circumference of the outer wheel toward the inner wheel between each ball, and the bearing may further include a spring sandwiched between the interference portion and the balls.

[0015] The bearing may be arranged such that the balls roll when the shaft rotates in one direction, and are closely attached between the inner circumferential surface of the outer ring and the interference portion when the shaft rotates in the other direction.

[0016] The first clutch part may include: a concave pattern formed on the inner circumferential surface of the first clutch part in a manner corresponding to a convex pattern formed on the outer circumferential surface of the shaft; and a first friction surface arranged to be in close contact with an inclined surface formed on the outer circumferential surface of the first clutch part so as to narrow the diameter along the lower inner circumferential surface of the gear part.

[0017] The second clutch component may include a second friction surface arranged to be in close contact with the inclined surface of the gear component on an outer peripheral surface of the second clutch component.

[0018] If the shaft rotates in one direction in a state in which the gear portion is fixed, the first friction surface may be arranged to slide with the inclined surface.

[0019] If the shaft rotates in one direction in a state in which the gear portion is fixed, the first friction surface and the second friction surface may be arranged to slide with the inclined surface.

[0020] The vehicle actuator may further include: a first elastic portion installed inside the gear portion with the shaft as the center, and elastically pressurizing the second clutch portion toward the inclined surface; and a cover portion that accommodates the first elastic portion in a receiving space inside the gear portion.

[0021] The vehicle actuator may further include: a second elastic portion coupled to the shaft and elastically pressurizing the bearing toward the first clutch portion; and a clamp ring coupled to the shaft and fixing the second elastic portion in a direction opposite to the bearing.

[0022] The vehicle actuator may further include: a driving unit including: a motor; a reduction gear that rotates by meshing with the rotating shaft of the motor; and a worm that rotates by meshing with the reduction gear and that rotates by meshing with a worm wheel formed on the outer peripheral surface of the gear unit to rotate the gear unit; and a housing that houses the driving unit and the gear unit and exposes a portion of the rotation center of one end portion of the shaft to the outside.

[0023] The vehicle actuator may further include: a control unit housed in the housing and configured to control a rotation direction or a rotation speed of the driving unit; and a sensor unit provided on the control unit and configured to sense a rotation direction or a rotation speed of the shaft.

[0024] Details of other embodiments are included in the detailed description and accompanying drawings.

[0025] The vehicle actuator according to the embodiment of the present invention has the following effects:

[0026] First, a single actuator can be used to provide friction torques of varying magnitudes depending on the direction of relative rotation of the shaft relative to the gear portion.

[0027] Second, when a large friction torque is required, both clutch parts are induced to slip, and when a small friction torque is required, one clutch part can be selectively induced to slip;

[0028] Third, by connecting the vehicle actuator to the power terminal door or fuel filler door of the electric vehicle, a large friction torque is provided when the door is opened and a small friction torque is provided when the door is closed, thereby increasing the force required to open the door and reducing the force generated by closing the door.

[0029] The effects of the present invention are not limited to the effects mentioned above, and those skilled in the art to which the present invention pertains can clearly understand other effects not mentioned through the description of the claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] When read in conjunction with the accompanying drawings, not only the detailed description of the preferred embodiments of the present application described below, but also the summary described above will be better understood. For the purpose of illustrating the present invention by way of example, preferred embodiments are shown in the accompanying drawings. However, it should be understood that the present application is not limited to the precise arrangements and formats shown.

[0031] Figure 1 is a perspective view showing a vehicle actuator according to an embodiment of the present invention.

[0032] Figure 2 It is decomposed to show Figure 1 An exploded perspective view of the vehicle actuator shown.

[0033] Figure 3 It is decomposed to show Figure 2 An exploded perspective view of a driving portion of a vehicle actuator is shown.

[0034] Figure 4 It shows Figure 2 Reference diagram showing the connection between the gear portion and the drive portion of the vehicle actuator.

[0035] Figure 5 It is decomposed to show Figure 2 An exploded perspective view of the interior of a gear portion of a vehicle actuator is shown.

[0036] Figure 6 It shows Figure 5 Reference diagram showing the engaged state of the first clutch component and the second clutch component of the vehicle actuator.

[0037] Figure 7 It shows Figure 6 A cross-sectional view of a gear portion of a vehicle actuator is shown.

[0038] Figures 8 to 10 It shows that according to Figure 4 The diagram is a cross-sectional view taken along line AA' of the vehicle actuator in an operating state in which the gear portion thereof rotates.

[0039] Description of Reference Numerals

[0040] 100: Vehicle actuator 110: Housing

[0041] 120: Drive unit 130: Gear unit

[0042] 140: Control unit 150: Axis

[0043] 160: First clutch unit 170: Second clutch unit

[0044] 180: Bearing DETAILED DESCRIPTION

[0045] The present invention is susceptible to various modifications and embodiments, and therefore specific embodiments will be exemplarily shown and described in the drawings.

[0046] However, this does not limit the present invention to specific embodiments, and it should be understood that the present invention includes all changes, equivalents, and substitutes included in the concept and technical scope of the present invention.

[0047] Terms including ordinal numbers such as “first”, “second”, etc. may be used to describe various constituent elements, but the constituent elements are not limited by the terms.

[0048] The terms are used only for the purpose of distinguishing one component from another.

[0049] For example, without departing from the scope of the present invention, a second component may be named a first component, and similarly, a first component may be named a second component.

[0050] The term "and / or" includes a combination of a plurality of related listed items or an item among the plurality of related listed items.

[0051] When it is mentioned that a certain component is “connected” or “coupled” to another component, it should be understood that although it may be directly connected or coupled to the other component, other components may be present in between.

[0052] In contrast, when it is mentioned that a certain component is “directly connected to” or “directly coupled to” another component, it should be understood that there are no intervening components.

[0053] The terms used in this application are only used to describe specific embodiments and are not intended to limit the present invention.

[0054] Unless the context clearly means otherwise, an expression in the singular includes an expression in the plural.

[0055] In this application, terms such as "including" or "having" should be understood as being used to specify the existence of features, numbers, steps, operations, constituent elements, parts or their combinations recorded in the specification, rather than excluding in advance the existence or additional possibilities of one or more other features or numbers, steps, operations, constituent elements, parts or their combinations.

[0056] Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. Identical or corresponding components are denoted by the same reference numerals regardless of the reference numerals, and repeated description thereof will be omitted.

[0057] Figure 1 is a perspective view showing an actuator for a vehicle according to an embodiment of the present invention, Figure 2It is decomposed to show Figure 1 The exploded perspective view of the vehicle actuator shown in FIG. Figure 3 It is decomposed to show Figure 2 The exploded perspective view of the driving portion of the vehicle actuator shown in FIG. Figure 4 It shows Figure 2 Reference diagram showing the connection between the gear portion and the drive portion of the vehicle actuator.

[0058] Reference Figures 1 to 4 The actuator 100 for a vehicle according to the embodiment of the present invention may include a housing 110 , a driving portion 120 , a gear portion 130 , a control portion 140 , and a sensor portion 141 .

[0059] First, the housing 110 constitutes the outer shape of the vehicle actuator and can accommodate the driving unit 120 , the gear unit 130 , the sensor unit 141 , and the control unit 140 therein.

[0060] The housing 110 can be configured as a structure that is divided into upper and lower parts or a structure that is divided into left and right or front and rear parts. In this embodiment, the case where the housing 110 is composed of an upper housing and a lower housing is used as an example for description.

[0061] A portion of the rotation center of shaft 150, which serves as an output end (described later), may be exposed to the outside of housing 110. Although not shown, shaft 150 exposed to the outside of housing 110 can be connected to other components of the vehicle that require an actuator. For example, shaft 150 of a vehicle actuator can be connected to the fuel filler door of an internal combustion engine vehicle or the charging terminal door of an electric vehicle.

[0062] A terminal portion 111 for supplying power to the motor or transmitting a control signal of the motor may be provided at one side of the housing 110. A connector (not shown) may be selectively fastened to or detached from the terminal portion 111.

[0063] Furthermore, the driving unit 120 may provide driving force for the vehicle actuator 100 .

[0064] The driving portion 120 may include a motor 121 , a reduction gear 122 , and a worm 123 .

[0065] The motor 121 may provide driving force according to rotation.

[0066] Furthermore, the reduction gear 122 may be arranged to mesh with a pinion 121a provided on the rotating shaft of the motor 121 to provide a set reduction ratio. The reduction gear 122 may include a first gear 122a meshing with the pinion 121a and a second gear 122b integrally formed with the first gear 122a and transmitting the driving force to the worm 123. In this case, the first gear 122a may be formed to have a larger number of teeth or a larger diameter than the second gear 122b.

[0067] Furthermore, the worm 123 may include a third gear 123a meshing with the second gear 122b and a helical gear 123b rotating together with the third gear 123a. Therefore, the rotation axis 123c of the worm 123 may be arranged so as not to intersect or be parallel to the rotation axis 131 of the gear unit 130. In this embodiment, the case where the rotation axis of the motor 121 or the rotation axis 123c of the worm 123 and the rotation axis 131 of the gear unit 130 are arranged orthogonally is used as an example for description.

[0068] Furthermore, bearings 124 for rotatably supporting the worm 123 may be provided at both ends of the rotating shaft 123 c of the worm 123 .

[0069] Furthermore, the gear unit 130 is housed within the housing 110 and can rotate in a normal operation mode by the driving force of the drive unit 120, or in an abnormal operation mode by an external force when the driving force of the drive unit 120 is not transmitted. The description of each operation mode will be described later.

[0070] In addition, the control unit 140 may be housed inside the housing 110 and control the rotation direction or rotation speed of the driving unit 120. Figure 2 As shown, in this embodiment, the control unit 140 is configured in a substrate form.

[0071] Also, the sensor part 141 may be provided on the control part 140 to sense the rotation direction or rotation speed of the shaft 150 .

[0072] Figure 5 It is decomposed to show Figure 2 The exploded perspective view of the interior of the gear unit of the vehicle actuator shown in FIG. Figure 6 It shows Figure 5 Reference diagram showing the engaged state of the first clutch portion and the second clutch portion of the vehicle actuator shown in FIG. Figure 7 It shows Figure 6 A cross-sectional view of a gear portion of a vehicle actuator is shown.

[0073] Reference Figure 5The vehicle actuator may include a gear portion 130 , a shaft 150 , a first clutch portion 160 , a second clutch portion 170 , and a bearing 180 .

[0074] First, the gear unit 130 is configured as a hollow cylinder. A worm wheel 132 meshing with the worm 123 may be formed on its outer circumference. A housing space 133 is formed within the gear unit 130, and an inclined surface 134 may be formed on the inner circumference, with the diameter decreasing toward the bottom. The gear unit 130 is configured to rotate solely through the rotation of the helical gear 123b. In other words, the gear unit 130 can rotate only when the driving force of the motor 121 is transmitted.

[0075] Figure 6 (b) shows Figure 6 The cross section BB' shown in (a).

[0076] In addition, the shaft 150 may be disposed at the rotation center of the gear part 130. The first clutch part 160 and the bearing 180 may be coupled to the shaft 150. Here, the shaft 150 may be provided with a convex pattern 151 formed in a circumferential direction on its outer peripheral surface.

[0077] Furthermore, the inner circumference of the first clutch portion 160 is coupled to the shaft 150, and the outer circumference thereof may include a first friction surface 162 that is closely aligned with the inclined surface 134 of the gear portion 130. A concave pattern 161 may be formed on the first clutch portion 160, corresponding to the convex pattern 151. Therefore, the first clutch portion 160 can be arranged so that the concave pattern 161 engages with the convex pattern 151 while the first clutch portion 160 always rotates or stops in the same direction as the shaft 150.

[0078] by Figure 5 As a reference, first clutch component 160 is disposed below bearing 180 within gear unit 130. Bearing 180 can be arranged to press first clutch component 160 toward inclined surface 134. In this case, first friction surface 162 can also be arranged to contact inclined surface 134 at the same angle as inclined surface 134 in order to correspond to the direction in which inclined surface 134 is inclined.

[0079] A second clutch component 170 may be coupled to the outer circumferential surface of bearing 180. Second clutch component 170 is positioned above first clutch component 160, not in contact with first clutch component 160, and includes a second friction surface 171 that is consistently positioned in close contact with inclined surface 134. Second friction surface 171 may be in surface contact with inclined surface 134 at the same angle as inclined surface 134, located above first friction surface 162.

[0080] Furthermore, to pressurize second clutch component 170 toward inclined surface 134, a first elastic portion 191 for elastically pressurizing the upper portion of second clutch component 170 may be provided within housing space 133 within gear unit 130. First elastic portion 191 may be positioned adjacent to the inner circumferential surface of gear unit 130, centered about shaft 150. One side of first elastic portion 191 may be positioned so as to contact the upper surface of second clutch component 170 or a cover portion 195 provided thereon, while the other side may be positioned so as to contact the lower surface of cover portion 196 coupled to the upper portion of gear unit 130. In this case, first elastic portion 191 may be positioned in a compressed state between the upper surface of second clutch component 170 and the lower surface of gear unit 130.

[0081] Furthermore, to pressurize first clutch portion 160 toward inclined surface 134, a second elastic portion 192 may be provided inside first elastic portion 191 to elastically pressurize bearing 180 toward first clutch portion 160. One side of second elastic portion 192 may be arranged to contact the top surface of bearing 180 or a washer 193 provided thereon, while the other side may be arranged to contact a clamping ring 194 coupled to shaft 150. In this embodiment, the second elastic portion 192 is arranged such that one side contacts washer 193 provided thereon. In this case, second elastic portion 192 may be arranged to exert elastic restoring force in a compressed state between washer 193 and clamping ring 194.

[0082] In addition, the clamp ring 194 may be detachably coupled to the groove portion 152 formed on the shaft 150 by rotation.

[0083] Reference Figure 7 Bearing 180 is arranged so that when shaft 150 rotates in one direction (hereinafter referred to as the clockwise direction), it rotates relative to second clutch component 170, and when shaft 150 rotates in the other direction (hereinafter referred to as the counterclockwise direction), it rotates simultaneously with second clutch component 170. Specifically, bearing 180 includes an inner race 183, an outer race 184, and balls 185. When shaft 150 rotates in the clockwise direction (CW), with outer race 184 fixed, only inner race 183 rotates with shaft 150. When shaft 150 rotates in the counterclockwise direction (ACW), balls 185 interfere with the rotation of inner race 183 between the inner race 183 and outer race 184, allowing shaft 150, inner race 183, outer race 184, and second clutch component 170 to rotate together.

[0084] To enable relative rotation in only one direction, bearing 180 is equipped with multiple interference portions 187 extending from outer wheel 184 toward inner wheel 183. Balls 185 may be arranged between an interference portion 187 and an adjacent interference portion 187', and springs 186 may be provided between interference portion 187 and ball 185. Springs 186 elastically urge ball 185 in the counterclockwise (ACW) direction, ensuring that ball 185 is positioned within a predetermined range between an interference portion 187 and another adjacent interference portion 187'. Furthermore, the gap between inner wheel 183 and outer wheel 184 may be configured so that the gap narrows as ball 185 moves in the counterclockwise (ACW) direction between an interference portion 187 and another adjacent interference portion 187'. Therefore, when the inner wheel 183 rotates in the clockwise direction CW, the ball 185 is arranged to roll (i.e. rotate) within a predetermined range with the help of the spring 186. When the inner wheel 183 rotates in the counterclockwise direction ACW, the ball 185 moves in the counterclockwise direction ACW and is clamped between the outer peripheral surface of the inner wheel 183, the inner peripheral surface of the outer wheel 184 and the interference portion 187 in a manner that is tightly attached to limit the rolling motion of the ball 185. The inner wheel 183 and the outer wheel 184 can rotate in the counterclockwise direction ACW at the same time.

[0085] In addition, the inner race 183 may be formed with a key groove 181 to enable key engagement with the key 153 formed on the inner side of the shaft 150. Furthermore, the outer race 184 may be formed with a key groove 182 to enable key engagement with a key (not shown) formed on the inner circumferential surface of the second clutch portion 170.

[0086] Figures 8 to 10 It shows that according to Figure 4 The AA' cross-sectional view of the vehicle actuator is shown in the operating state in which the gear portion rotates. Although not shown, the description assumes that the rotation axis of the shaft 150 is connected to the electric vehicle charging terminal door.

[0087] Figure 8 , a normal operation mode in which the gear unit 130 is operated by the driving unit 120 is shown.

[0088] Reference Figure 8 When the gear unit 130 rotates in a clockwise direction (CW), the door (not shown) is opened. Conversely, when the gear unit 130 rotates in a counterclockwise direction (ACW), the door is closed. Of course, the rotation direction of the gear unit 130 and the door opening and closing direction can also be reversed. In this case, the gear unit 130 can rotate in a clockwise or counterclockwise direction depending on the rotation direction of the motor.

[0089] For example, when the gear part 130 rotates in the clockwise direction CW while a forward rotational force is provided to the motor 121, the first clutch part 160 and the second clutch part 170, which are in close contact with the gear part 130, and the shaft 150, which interferes with the first clutch part 160 in the rotation direction, rotate in the clockwise direction CW at the same time and open the door. Conversely, when the gear part 130 rotates in the counterclockwise direction ACW while a reverse rotational force is provided to the motor 121, the first clutch part 160, the second clutch part 170 and the shaft 150 can rotate in the counterclockwise direction ACW at the same time and close the door.

[0090] Figure 9 and Figure 10 Indicates an abnormal operating state.

[0091] Reference Figure 9 When the gear unit 130 rotates in the clockwise direction CW, the shaft 150 can rotate in the counterclockwise direction ACW. This situation may occur when, for example, the door cannot be opened by external force during the process of opening the door or the external force acts in the closing direction again.

[0092] When the rotational force is transmitted to the shaft 150 in the counterclockwise direction ACW so that the door is not closed, the first friction surface 162 and the second friction surface 171 slide against the inclined surface 134 to provide a relatively large friction torque.

[0093] Therefore, during the process of opening the door, even if the door is difficult to open due to the influence of snow or ice around the door, the first friction surface 162 and the second friction surface 171 can provide friction, thereby providing an effect of easily opening the door.

[0094] Reference Figure 10 When the gear unit 130 rotates in the counterclockwise direction ACW, the shaft 150 can rotate in the clockwise direction CW. This situation may occur when, for example, the door cannot be closed due to external force or the external force acts in the direction of reopening the door.

[0095] Among them, when the rotational force is transmitted to the shaft 150 in the clockwise direction CW so that the door is not opened, at this time, sliding occurs between the first friction surface 162 of the first clutch part 160 and the inclined surface 134, and the second friction surface 171 of the second clutch part 170 can rotate relative to the bearing 180, so that it can maintain a close contact state with the inclined surface 134 and provide a relatively small friction torque.

[0096] Therefore, since a smaller friction torque is provided during the door closing process, the following effects can be provided: minimizing the safety accidents caused by part of the user's body being caught in the door or preventing the door from being damaged due to the inability to close completely due to the entrapment of foreign objects.

[0097] The purpose of applying different friction torques in this way is to relatively increase the friction torque to prevent the door from opening due to wind or inertia or to prevent the door from being delayed in opening due to snow or ice during vehicle driving, and conversely, to relatively reduce the friction torque to close the door when part of the user's body is pinched by the door.

[0098] Therefore, according to the vehicle actuator of an embodiment of the present invention, friction torques of different sizes can be provided by one actuator according to the direction of relative rotation of the shaft relative to the gear part. When a large friction torque is required, the two clutch parts can be induced to slip, and when a small friction torque is required, one clutch part can be selectively induced to slip. When the vehicle actuator is connected to the power terminal door or the fuel filler door of an electric vehicle, a large friction torque is provided when the door is opened, and a small friction torque is provided when the door is closed, thereby having the effect of increasing the force required to open the door and reducing the force generated by closing the door.

[0099] While the above descriptions have been made using specific embodiments to schematically illustrate the technical concept of the present invention, the present invention is not limited to the same structures and functions as those in the specific embodiments described above. Various modifications are possible without departing from the scope of the present invention. Therefore, similar modifications should also be considered to fall within the scope of the present invention, and the scope of the present invention should be determined by the claims.

Claims

1. A vehicle actuator, comprising: The gear portion is arranged to form a receiving space inside and rotate by an external force; a shaft disposed at a rotation center of the gear portion; a first clutch portion arranged to be coupled to the shaft so that an outer peripheral surface contacts an inner peripheral surface of the gear portion; a bearing coupled to the shaft and arranged in close contact with the first clutch portion; as well as The second clutch component is arranged so as to surround the outer peripheral surface of the bearing and to be in contact with the inner peripheral surface of the gear component.

2. The vehicle actuator according to claim 1, wherein: The first clutch component is fastened so as to interfere with rotation of the shaft.

3. The vehicle actuator according to claim 1, wherein: The bearing is arranged to rotate relative to the second clutch component when the shaft rotates in one direction, and to rotate simultaneously with the second clutch component when the shaft rotates in the other direction.

4. The vehicle actuator according to claim 1, wherein: The bearing comprises: an inner wheel coupled to the outer circumference of the shaft; an outer wheel coupled to an inner peripheral surface of the second clutch portion on an outer side of the inner wheel; A plurality of balls are sandwiched between the inner wheel and the outer wheel to perform rolling motion. The outer wheel includes an interference portion extending from the inner circumference of the outer wheel toward the inner wheel between the balls. The bearing further includes a spring sandwiched between the interference portion and the ball.

5. The vehicle actuator according to claim 4, wherein: The bearing is arranged so that the balls roll when the shaft rotates in one direction, and are in close contact between the inner circumferential surface of the outer ring and the interference portion when the shaft rotates in the other direction.

6. The vehicle actuator according to claim 1, wherein: The first clutch component includes: a concave pattern formed on the inner circumferential surface of the first clutch portion so as to correspond to the convex pattern formed on the outer circumferential surface of the shaft; The first friction surface is arranged on the outer peripheral surface of the first clutch component so as to be in close contact with an inclined surface formed so as to narrow along the diameter of the lower inner peripheral surface of the gear component.

7. The vehicle actuator according to claim 6, wherein: The second clutch component includes a second friction surface disposed on an outer peripheral surface of the second clutch component so as to be in close contact with the inclined surface of the gear component.

8. The vehicle actuator according to claim 7, wherein: If the shaft rotates in one direction in a state in which the gear portion is fixed, the first friction surface is arranged to slide with the inclined surface.

9. The vehicle actuator according to claim 7, wherein: If the shaft rotates in one direction in a state in which the gear portion is fixed, the first friction surface and the second friction surface are arranged to slide with the inclined surface.

10. The vehicle actuator according to claim 7, further comprising: a first elastic portion, mounted on an inner side of the gear portion with the shaft as the center, and elastically pressurizing the second clutch portion toward the inclined surface; as well as The cover portion accommodates the first elastic portion in the accommodating space inside the gear portion.

11. The vehicle actuator according to claim 1 , further comprising: a second elastic portion coupled to the shaft and elastically pressurizing the bearing toward the first clutch portion; as well as The clamp ring is coupled to the shaft and fixes the second elastic portion in a direction opposite to the bearing.

12. The vehicle actuator according to claim 1, further comprising: a driving portion including: a motor; a reduction gear meshing with a rotating shaft of the motor to rotate; and a worm meshing with the reduction gear to rotate and meshing with a worm wheel formed on an outer peripheral surface of the gear portion to rotate the gear portion; and The housing accommodates the driving unit and the gear unit therein and exposes a portion of the rotation center of one end portion of the shaft to the outside.

13. The vehicle actuator according to claim 12, further comprising: a control unit housed in the housing and configured to control a rotation direction or a rotation speed of the driving unit; as well as The sensor unit is provided on the control unit and senses the rotation direction or rotation speed of the shaft.

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