KR100207104B1 - Steering wheel suspension for automobile - Google Patents

Abstract

The present invention relates to a steering wheel suspension that can increase the degree of freedom of setting the kingpin shaft, and to optimize the change of the tread and camber to obtain an ideal geometry effect, the wheel carrier for rotatably supporting the wheel, and the wheel A connecting arm connected to the upper end of the carrier and extending outward with respect to the vehicle body, a lower control arm connected to the lower end of the wheel carrier and an inner end connected to the lower end of the vehicle body, and an outer end connected to the lower end of the vehicle body; It is connected to the outer end of the inner end comprises an upper control link extending to the vehicle body connected to the vehicle body.

Description

Steering wheel suspension for automobile

1 is a perspective view showing a steering wheel suspension for a vehicle according to a preferred embodiment of the present invention.

2 is a rear view of a steering wheel suspension for a vehicle according to a preferred embodiment of the present invention.

3A is a block diagram showing a conventional McPherson type suspension device, and FIG. 3B is a rear view showing a conventional double wishbone type suspension device.

* Explanation of symbols for main parts of the drawings

1: Steering Knuckle 2: Connecting Arm

3: upper control arm 4: body

5: subframe 6: lower control arm

20: ball bearing assembly

[Field of Invention]

The present invention relates to a vehicle suspension device, and more particularly, to increase the design freedom of the kingpin shaft and optimize the change of camber and tread, to expand the space of the engine room as well as to improve the steering wheel steering device for automobiles It is about.

[Description of the Prior Art]

In general, the main function of the suspension system for the vehicle is to provide flexibility in the up and down direction of the vehicle so that the vehicle can run on irregular roads without being affected by the roughness of the road, and proper steering and Keeping the wheel in the camber position, responding to horizontal and lateral forces and braking and driving forces generated by the tire, restraining the roll of the vehicle body, and keeping the tire in contact with the road surface with a minimum load change. It is in keeping.

Suspension system as described above is divided into an integrated axle suspension system and an independent suspension system, the integrated axle suspension system is applied to the rear axle of large vehicles such as buses, trucks and passenger cars, the independent suspension system It is mainly applied to passenger cars by dividing the two wheels to move independently of each other to improve ride comfort and stability.

The present invention relates to an independent suspension that is applied to a steering wheel suspension of the suspension.

In general, suspension devices applied to steering wheels are mainly Macpherson strut type and double wishbone type suspension devices.

The steering wheel suspension system as described above is designed to absorb vibrations or shocks received from the road surface and to maintain a 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 is called wheel alignment (Wheel Alignment), the wheel alignment is divided into a number of elements, of which the kingpin inclination, together with the camber to reduce the operating force of the handle and braking and driving It absorbs the shock and increases the restoring force of the steering wheel so that the straightness is stabilized to ensure the driving stability of the car and the steering stability at the time of turning.

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, and the distance between the kingpin shaft and the center line of the wheel is called an offset, Two kinds of offsets and offsets on the ground, the offsets in the wheel center mainly affect the straightness when the driving force or 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 case of the camber, when the wheel is bumped, it must be changed to a negative camber to improve driving stability and turning stability.

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

4a shows a general McPherson type suspension, in which the McPherson suspension is integrated with the steering knuckle 71, the strut assembly 73 having the shock absorber 72 therein, the lower arm 74 and It is composed of a ball joint (75).

This suspension has the advantages of a simple structure and a small spring and mass. However, in order to bring the kingpin offset (a) closer to negative or zero, the upper support point of the strut assembly 73 is moved to the engine room side. Or the outer joint 75 must be moved outward. When the upper support point 76 of the strut assembly 73 is started to the engine compartment as described above, the effective volume of the engine compartment is reduced and the king pin angle α is increased. There is a problem that is too large to adversely affect the turning performance.

In addition, when the ball joint 75 is moved outward, it is impossible to move it by interference with the brake disk formed on the wheel 77 side, and there is a problem in that the king pin offset a is difficult to be reduced.

4b shows a general double wishbone type suspension comprising: a spring assembly 85 comprising upper and lower control arms 81 and 82, a steering knuckle 83, and a shock absorber 84; And bore joints 86 and 87 for connecting the lower control arms 81 and 82 to the steering knuckle 83, wherein the line connecting the bore joints becomes the kingpin shaft. Therefore, in order to adjust the king pin offset (a) to a negative (-), the body side connection portion 88 of the upper control arm 81 is moved to the engine compartment side, or the bowl joint 87 of the lower control arm 82 is moved outward. Must be moved to

However, in the case of the double wishbone suspension as described above, the moving volume of the engine compartment side of the upper control arm 81 is moved to the engine compartment side like the former McPherson type suspension unit. The king pin angle α becomes too large to adversely affect the turning performance, and when the bowl joint 87 of the lower control arm 82 is moved outward, interference with the brake disc formed on the wheel 89 side occurs. Since it is impossible to move, there is a problem that there are many difficulties in reducing the king pin offset (a).

[Object of this invention]

In view of this, in the conventional McPherson type suspension and the wishbone type suspension, the adjustment of the king pin offset (a) which has the greatest influence on the king pin and the camber is greatly limited. The design freedom was limited to a very small range, and there was a limit to improving the function of the suspension system.

Accordingly, the present invention has been made to solve the above-mentioned conventional problems, and an object of the present invention is to provide a steering wheel suspension which can increase the degree of freedom of setting the kingpin shaft.

It is still another object of the present invention to provide a steering wheel suspension which can optimize the change of tread and camber to obtain an ideal geometry effect.

[Means for realizing the purpose]

In order to realize this, the present invention provides a wheel carrier rotatably supporting a wheel, a connecting arm connected to an upper end of the wheel carrier and extending outward with respect to a vehicle body, and an outer end connected to a lower end of the wheel carrier. The inner end is provided with a lower control arm connected to the lower end of the vehicle body, the outer end is connected to the outer end of the connecting arm and the inner end extends to the vehicle body to provide a steering wheel suspension including an upper control link connected to the vehicle body. do.

An upper end of the wheel carrier and a connecting arm provide a steering wheel suspension connected via a bowl bearing.

A steering wheel suspension is connected to a subframe of a vehicle body of the lower control arm and a spring is disposed between the subframe and the lower control arm.

EXAMPLE

Hereinafter, the preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

The expression "outside" described below refers to the outside of the vehicle body, that is, the wheel side, and the expression "inside" represents the inside of the vehicle body, that is, the vehicle body side.

1 and 2 are perspective views of a steering wheel suspension device according to a preferred embodiment of the present invention, which is a two-dimensional configuration diagram, in which a suspension device of the present invention rotatably supports a wheel 10. Knuckle 1; A connecting arm (2) connected to an upper end of the steering knuckle (1) and extending outwardly; An upper control arm 3 for connecting an outer end of the connecting arm 2 to a vehicle body; A lower control arm 6 which connects the lower end of the steering knuckle 1 to the subframe 5 of the vehicle body 4 so that the steering knuckle 1 including the wheel 10 enables vertical movement with respect to the vehicle body; ; It includes a spring (7) which is a buffer member disposed between the sub-frame (5) and the lower control arm (6).

In the present embodiment as described above, when the suspension according to the present invention is applied to the drive wheel, the spring can be freely changed, for example, by using a fork. Also in the case of driving wheels, a through hole 11 is formed in the steering knuckle 1 to drive the wheel 10 to a spindle which is not shown therein and is driven through the drive shaft.

A protrusion 8 is formed on the rear side of the steering knuckle so that a known tie rod 9 is connected to a ball joint so that the steering knuckle 1 is steered by the operation of the tie rod 9 during steering.

The upper end of the steering knuckle 1 and the distal end of the connecting arm 2 are connected via a bearing assembly 20, and the outer end of the connecting arm and the upper control link 3 are connected to the pin 30. By pivot connection. In addition, the inner end of the upper control link is pivotally connected to the bracket 40 formed on the vehicle body via a mounting bush.

On the other hand, a ball joint is connected to the outer end of the lower control arm and the steering knuckle 1, and the inner end thereof is pivotally connected to the subframe 5 of the vehicle body via the bush 61.

In the above, the rubber bushes have an appropriate elasticity and appropriately control the up and down flow of the control links 3 and 6.

In addition, in order for the upper control link 3 to connect the outer end of the connecting arm 2 with the vehicle body, the connecting link has a structure extending outward toward the upper side.

As shown in FIG. 2, the king pin shaft in the suspension device of the present invention configured as described above has a bearing assembly 20 and a lower control arm 6, which are connections between the upper end of the steering knuckle 1 and the connecting arm 3. ) And a virtual line segment K connecting the ball joint part, which is a lower connection part of the steering knuckle 1, to maintain the king pin offset α.

Since the king pin shaft (K) is determined according to the position of the bearing assembly 20, the set freedom is increased so that many restrictions are not followed in designing the suspension device, thereby increasing the design freedom.

And since the position of the upper control arm can be set at will, the camber and tread change can be optimized, and the steering stability can be improved.

In addition, since the upper control arm 3 can be moved to the outside of the vehicle body by δ without reducing the length of the upper control arm 3 (dashed lines in the drawing show the conventional upper control arm arrangement and the position of the vehicle body), the engine room is effective. It has the advantage of increasing the volume.

Claims (3)

A steering knuckle for rotatably supporting the wheel; A connecting arm connected to an upper end of the steering knuckle via a bearing assembly and extending outward with respect to the vehicle body; A lower control arm rotatably connected between the lower end of the steering knuckle and the lower end of the subframe; And an upper control arm pivotally connected to the outer end of the connecting arm by a pin, the inner end extending toward the vehicle body and connected to the vehicle body. 2. A steering wheel suspension according to claim 1, wherein a chassis spring is arranged between the lower control arm and the subframe. 2. The steering wheel suspension system according to claim 1, wherein a virtual line segment connecting the upper end of the steering knuckle and the connecting arm of the connecting arm and the wheel-side connecting part of the lower control arm is a king pin shaft.