KR0131296B1 - Suspension apparatus - Google Patents

Abstract

By creating a virtual link, it is possible to improve the adjustment safety by reducing the rate of change of the roll center, and to increase the degree of freedom of design for the camber and tread change. A wheel support rotatably supporting the wheel for the purpose of securing the maximum effective volume; A connecting arm connected to an upper side of the wheel support; an upper control arm connecting the vehicle body side end of the connecting arm to the vehicle body; A link carrier connected to a lower end of the wheel support; A pair of lower control arms connecting upper and lower portions of the link carrier body side end with a vehicle body; A connecting link connecting the intermediate portion of the connecting arm and a link carrier; Shock absorber which is a shock absorbing member for absorbing the shock input from the wheel; A steering wheel suspension device for a vehicle, comprising a pair of strut bars having a rear end connected to a front upper and lower part of the link carrier, and a front end thereof connected to a front vehicle body.

Description

Steering wheel suspension

1 is a perspective view of a suspension device according to the present invention.

2 is an explanatory diagram of effects obtained by the operation of the present invention.

3 (a) and 3 (b) are structural diagrams of a suspension device for explaining the prior art.

* Explanation of symbols for main parts of the drawings

1 support 2 wheel

10: connecting arm 20: upper control arm

30: link carrier 40: lower control arm

50: connecting link 60: shock absorber

70: strut bar

The present invention relates to a suspension wheel suspension of an automobile, and more particularly, a virtual link is made to reduce the height change rate of a roll center, thereby improving adjustment safety, and improving design freedom for camber and tread changes. The present invention relates to a steering wheel suspension of an automobile, which enables to increase the size of the suspension and to secure the maximum effective volume of the engine room.

In general, a suspension system in a vehicle is a device that connects the axle and the frame and absorbs vibrations and shocks received from the road surface while driving to improve ride comfort and vehicle safety. The connection in the up and down direction should be flexible, and the connection in the horizontal direction to cope with driving force, braking force and centrifugal force in turning should be strong.

Suspension system as described above is structurally divided into an axle suspension unit and an independent suspension unit, and an axle suspension unit is applied to a large axle such as a bus or a truck and a rear axle of a passenger car, and an independent suspension unit divides an axle. Therefore, both wheels move independently of each other to improve ride comfort and stability, and is mainly applied to passenger cars.

In this suspension device, the present invention relates to an independent suspension device. In the independent suspension device, there are various types of suspension devices, and the suspension device applied to the steering wheel is mainly a Macpherson strut type suspension device and a wishbone type device. (Wishbone type) Suspension system is applied.

In the steering wheel suspension system as described above, it is designed to absorb vibrations or shocks received from the road surface and to maintain the correct posture of the vehicle while driving to ensure driving stability and to ensure steering stability during turning.

That is, since the steering wheel performs steering operation, the steering wheel is installed to change the direction from side to side with respect to the kingpin, and is installed at a certain geometric angle to satisfy the condition as the steering wheel.

In this way, the steering wheel is installed at a geometric angle called a front wheel alignment, and the wheel alignment is classified into various elements, but the complementary action of the elements makes an ideal function as a steering wheel. Among the elements of wheel alignment, the kingpin inclination angle, together with the camber, reduces the steering force of the steering wheel, reduces the braking and driving shocks, and increases the restoring force of the steering wheel. It ensures the steering saddle.

In the above description, the kingpin inclination angle means that the kingpin shaft is installed at an angle with respect to the waterline when the vehicle is viewed from the front. The distance between the kingpin shaft and the centerline of the wheel is called an offset, Two types of offsets and offsets on the ground, the offset from the wheel center mainly affects the straightness when the driving force or the engine brake is applied. The smaller the offset amount on the ground, the better the stability due to the reduced sensitivity to steering. Improved steering stability during braking and turning.

In addition, the stability of the car is closely related to the vibration of the car body, and in addition to the up and down vibration of the car body, rolling, pitching, yawing, etc. occur in the car. Only when the vibration is absorbed flexibly, the riding comfort and stability are improved.

In the vibration of the vehicle body, the vibration generated during the turning of the vehicle is severely generated, which means that the vehicle body vibrates in the lateral direction, and the rolling of the vehicle has a great influence on the stability during the turning.

In other words, the rolling is generated based on a certain point, which is called a roll center, and the rolling of the car occurs because the center of gravity of the car body is higher than the roll center. The amount of weight movement from the side to the other side changes a lot, and this phenomenon causes a lot of slip angle changes in the tire, so that the steering change is severe, and the steering stability including the straight stability worsens.

Therefore, in general, it is preferable that the roll center height change rate is small in order to secure running stability.

Looking at the conventional steering wheel suspension in consideration of the above content as follows.

Figure 3 (a) is a general McPherson type suspension device, the McPherson suspension device is integrated with the steering knuckle 81, the strut arm (73) having a shock absorber 82 therein, and the lower arm 85 and boll joints 86.

Such suspension has the advantages of simple structure, small spring and mass, and simple effective volume of the engine compartment. However, in order to reduce the kingpin offset (a) or to make '-', the strut arm 83 It is necessary to move the upper support point 87 of the engine room side or the joint (86) portion to the outside, if the upper support point 87 of the strut arm 83 to move to the engine room side as described above There is a problem that the effective volume of the room is reduced and the king pin angle α is excessively large, which adversely affects the turning performance.

In addition, when the ball joint 86 is moved outward, it is almost impossible to move it by interference with the brake disk formed on the wheel 88 side, and there is a problem in that the king pin offset a is difficult to be reduced.

FIG. 3 (b) shows a typical wishbone type suspension device comprising: a spring assembly 95 including upper and lower control arms 91 and 92, a steering knuckle 93, and a shock absorber 94; And baudrate joints 96 and 97 which connect the upper and lower control arms 91 and 92 to the steering knuckle 93. In addition, the upper and lower control arms 91 and 92 are connected to the upper pin control a. The body side connection portion 98 of the arm 91 must be moved to the engine compartment side or the lower control must move the bowl joint 97 of the arm 92 to the outside.

However, in the case of the wishbone type suspension device as described above, as in the case of the former McPherson suspension device, when the upper control is moved to the engine compartment side of the body side connection portion 98 of the arm 91, the effective volume of the engine room is reduced and the king pin angle is reduced. (α) becomes too large and adversely affects the turning performance, and when moving the bowl joint 97 of the lower control arm 92 to the outside, it is moved by interference with the brake disc formed on the wheel 99 side. There is a problem in that it is almost impossible to make the king pin offset a small.

Considering this point, the conventional McPherson type suspension device and the wishbone type suspension device have limited design freedom of each setting of the king pin, so that the size of the king pin offset (a) cannot be reduced. There was a limit to improving the function.

In addition, in both cases, the up and down movement of the wheel is simply rotated depending on the short control arm, which causes a problem that the height change of the roll center is largely changed and thus the driving stability is relatively low.

Therefore, the present invention was created in order to solve the above conventional problems, and an object of the present invention is to improve the adjustment stability by making a virtual link to reduce the height change rate of the roll center.

Another object of the present invention is to increase the design freedom by allowing the change of the camber and tread and the kingpin axis to be set independently of each other.

Another object of the present invention is to ensure the effective volume of the engine room as large as possible by reducing the occupied space of the suspension system.

In order to realize this, the present invention includes a wheel support rotatably supporting the wheel; A connecting arm connected to an upper side of the support; An upper control arm connecting the vehicle body side end of the connecting arm to itself; A link carrier connected to a lower end of the wheel support; A pair of lower control arms connecting upper and lower portions of the link carrier body side end with a vehicle body; A connecting link connecting the intermediate portion of the connecting arm and a link carrier; Shock absorber which is a shock absorbing member for absorbing the shock input from the wheel; It is characterized by providing a steering wheel suspension of a vehicle, which is provided with a pair of strut bars having rear ends connected to the front upper and lower portions of the link carrier and connected to the front vehicle body.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention that can realize the above object will be described in detail.

1 is a perspective view of an embodiment of a suspension device according to the present invention, the wheel support 1 is rotatably supporting the wheel 2 as in the prior art, in the case of a steering drive wheel as shown in the through hole ( 3) is formed so that the drive shaft is penetrated so that the spindle (not shown) is mounted at its tip to drive the wheel (2).

In addition, a protrusion 4 is formed at the rear side of the wheel support 1 such that a known tie rod 5 is connected to a ball joint so that the steering of the wheel support 1 is performed by the operation of the tie rod 5 during steering. Is formed.

In the case of the non-steering wheel, the protrusion 4 and the tie rod 5 are omitted.

In addition, the connecting arm 10 having the outer end connecting portion 11 connected to the ball joint at the upper end of the wheel support 1 is interposed between the wheel support 1 and the upper control arm 20, and the body side end thereof is upper It is connected to the wheel side connection portion 21 of the control arm 20 in an elastic bushing or pin joint manner.

The upper control arm 20 which connects the vehicle body side end of the connecting arm 10 to the vehicle body is pivotally connected via the vehicle body elastic bush while two vehicle body side connection portions 22 are formed while the vehicle body end is branched forward and backward. The wheel side connecting portion 21 is pivotally connected via the vehicle body side end of the connecting arm 10 and the elastic bush as described above.

In addition, the link carrier 30 connected to the lower end of the wheel support 1 has a wheel side connection portion 31 connected to a ball joint at a lower side of the wheel carrier 1, and upper and lower arms 41 and 42 at upper and lower portions of the vehicle body side end. The wheel side end connecting portion 43, 44 of the lower control arm 40 formed by the through-elastic bushing is connected, and the body side connecting portion 45, 46 of the lower control arm 40 has a rubber bushing on the vehicle body. It is pivotally connected through the.

The connecting link 50 interposed between the connecting arm 10 and the lower control arm 30 has connecting portions 51 and 52 formed at both ends thereof so that the connecting portions 51 and 52 are connected to the connecting arm 10. Slightly biased toward the middle and the wheel side of the link carrier 30 is connected to the elastic bush or pin joint.

The shock absorber shock absorber 60 is composed of an assembly including a spring 61 so that an upper end thereof is supported by the insulator support 62 on the vehicle body, and a lower end thereof is connected to the lower side of the connecting link 40 of the link carrier 30. It is pivotally connected adjacent to 42 to support while absorbing and damping the shock inputted in the vertical direction of the vehicle body.

In addition, a strut bar 70 formed of a pair of bars 71 and 72 is disposed on the front surface of the link carrier 30, and the strut bar 70 is connected to the front and rear sides as a connecting member 73. Using a rubber, a groove 74 is formed around the middle of the connecting member 73 so as to be fixed to the vehicle body through the groove 74.

The strut bar 70 is disposed as a means for firmly supporting the suspension device when the front and rear forces are applied.

The connecting arm 10 and the link carrier 30 are formed by pressing a steel plate member, and the elastic bushes or pin joints and ball joints which interconnect these arms are used to be the same as those applied to a conventional suspension device. These allow the wheel 2 including the wheel support 1 to be able to move up and down with respect to the vehicle body.

In addition, the elastic bush used in the connecting portion has a suitable elasticity to properly control the vertical flow of the control arms.

The operation and effect of the present invention configured as described above will be described with reference to FIG. 2, in which FIG. On the premise that it has been granted, the explanation is as follows.

That is, when the wheel 1 vibrates up and down or when the vehicle body is rolling, the instantaneous center of each of the components constituting the suspension is formed, and the instantaneous center of the link carrier 30 with respect to the vehicle body forms these lower control arms 40. It becomes the intersection point C1 of P7 and P9 and P8 and P9 connecting lines connecting the upper and lower arms 41 and 42, and when the instantaneous center C1 and P6 connecting the lower side of the wheel support 1 are connected, the line is virtual It becomes the lower control arm of.

And the upper and lower parts of the wheel support 1 and the connecting line of the connecting link 50, that is, the intersection C2 of the connecting line of P5 and P4, P6 and P1 is the instantaneous center of the link carrier 30 with respect to the connecting arm 10 and the CI Intersection C3 of the connecting line of and C2 and the upper control arm 20 becomes the instantaneous center of the connecting arm 10 for the vehicle body.

Therefore, C4, which is the intersection of the connection line between the connection points P1 and C1 and the connection line between the P6 and C1, becomes the instantaneous center of the wheel 2 for the vehicle body and becomes the virtual swing arm from its C4 to the wheel center C. Swing arm is very long so that it The turning angle is extremely smile.

Therefore, the height change of the instantaneous center C4 is relatively small, which is the height of the roll center RC, which is the intersection of the connecting line between the instantaneous center C4 and the ground of the wheel 2 and the centerline CL of the vehicle body ( H) means that the change is made small, and the small change in the height H of the roll center RC means that the driving stability is relatively stable, thereby improving driving safety.

In addition, the height of the vehicle body can be lowered due to the above-mentioned effect. The driver's moment center C4 and the ground line of the wheel 1 and the center line CL of the vehicle body are increased and the hit point is lowered. It is possible to lower the center of the body when designing the car, and the moment of inertia around the kingpin shaft is reduced, which is very advantageous to suppress the shimmy phenomenon.

In addition, the position change of the roll center can be arbitrarily set, and by using a plurality of links, the camber and tread change can be easily set and the space utilization is good, so that the effective volume of the engine room can be secured. It is an invention that can be.

Claims (1)

A wheel support for rotatably supporting the wheel 2 and having a protrusion 4 formed at a rear side thereof so that a known tie rod 5 is connected to a ball joint so that steering is performed by the operation of the tie rod 5 during steering. 1) and; A connecting arm 10 disposed at an upper end of the wheel support 1 and pivotally connected to an upper end of the wheel support 1 and a wheel side end of the upper control 20; As the vehicle body end is branched to the front and rear sides, two vehicle body connection portions 22 are formed to pivotally connect the vehicle body with the elastic bush interposed therebetween, and the wheel side connection portion 21 has the body side end and the elastic bush of the connecting arm 10 as described above. An upper control arm 20 which is pivotally connected through the; A link carrier 30 having a wheel joint connected to the lower side of the wheel carrier 1 and having a lower control arm 40 connected to the upper and lower parts of the vehicle body side; It is formed by a pair of upper and lower arms 41 and 42 so that the wheel-side connecting portions 43 and 44 are connected to the link carrier 30 via the elastic bushing, and the body-side connecting portions 45 and 46 are connected to the rubber bushing. A lower control arm 40 which is pivotally connected through the; A connecting link 50 having both ends 51 and 52 pivotally connected to the intermediate portion of the connecting arm 10 and the link carrier 30; It is composed of an assembly including a spring (61), the upper end of which is supported by the insulator support (62) to the vehicle body, the lower end of which is pivotally connected adjacent to the connecting link (50) lower connection (52) of the link carrier (30). A shock absorber 60 supporting the shock inputted in the up and down direction while absorbing and damping the shock; It is characterized in that it comprises a strut bar 70 connected to the vehicle body in front of the link carrier 30 as a connecting member 73 is arranged in the front and bottom of the pair of bar 71, 72 formed on the front end of the link carrier (30) Steering wheel suspension of cars.