KR100228976B1 - Suspension system for a vehicle - Google Patents
Suspension system for a vehicle Download PDFInfo
- Publication number
- KR100228976B1 KR100228976B1 KR1019940016304A KR19940016304A KR100228976B1 KR 100228976 B1 KR100228976 B1 KR 100228976B1 KR 1019940016304 A KR1019940016304 A KR 1019940016304A KR 19940016304 A KR19940016304 A KR 19940016304A KR 100228976 B1 KR100228976 B1 KR 100228976B1
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- KR
- South Korea
- Prior art keywords
- torsion bar
- vehicle
- vehicle body
- suspension device
- arm
- Prior art date
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Classifications
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- 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
- B60G21/051—Trailing arm twist beam axles
- B60G21/052—Mounting means therefor
- B60G21/053—Mounting means therefor adjustable
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/18—Resilient suspensions characterised by arrangement, location or kind of springs having torsion-bar springs only
- B60G11/181—Resilient suspensions characterised by arrangement, location or kind of springs having torsion-bar springs only arranged in a plane parallel to the longitudinal axis of the vehicle
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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
- B60G17/0152—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 characterised by the action on a particular type of suspension unit
- B60G17/0157—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 characterised by the action on a particular type of suspension unit non-fluid unit, e.g. electric motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/30—Rigid axle suspensions
- B60G2200/34—Stabilising mechanisms, e.g. for lateral stability
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/13—Torsion spring
- B60G2202/135—Stabiliser bar and/or tube
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/40—Type of actuator
- B60G2202/41—Fluid actuator
- B60G2202/414—Fluid actuator using electrohydraulic valves
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/40—Type of actuator
- B60G2202/42—Electric actuator
- B60G2202/422—Linear motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/419—Gears
- B60G2204/4192—Gears rack and pinion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/40—Steering conditions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/20—Spring action or springs
- B60G2500/22—Spring constant
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/91—Suspension Control
Abstract
토오션 바아가 적용되는 현가장치에 있어서, 선회시 상기 토오션 바아의 스프링 레이트(Spring Rate)를 가변시킬 수 있도록 함으로써, 승차감과 선회 안전성을 향상시킬 수 있는 자동차의 현가장치를 제공할 목적으로;A suspension device to which a torsion bar is applied, the suspension device of which a spring rate of the torsion bar can be varied when turning, thereby providing a vehicle suspension device that can improve ride comfort and turning safety;
어퍼 컨트롤 아암의 차체측단을 차체에 고정시켜 주는 어퍼암 샤프트의 후단에 차체 길이방향으로 배치되는 토오션 바아를 구비한 현가장치에 있어서,A suspension device having a torsion bar arranged in the vehicle body longitudinal direction at a rear end of an upper arm shaft that fixes the vehicle body side end of the upper control arm to the vehicle body,
상기 토오션 바아의 후단에 토오션 바아와 직교하는 방향으로 돌출되도록 앵커 아암을 장착하고, 이 앵커아암의 자유단에 회전시켜 선회시 토오션 바아의 비틀림 정도를 가변시키는 스프링 레이트 조정수단을 포함하여 이루어지는 자동차의 현가 장치를 제공하는데 있다.An anchor arm mounted on the rear end of the torsion bar so as to protrude in a direction orthogonal to the torsion bar, and including a spring rate adjusting means for rotating the free end of the anchor arm to vary the degree of torsion of the torsion bar during turning; The present invention provides a suspension device for a vehicle.
Description
제1도는 본 발명에 의한 현가장치의 사시도.1 is a perspective view of a suspension device according to the present invention.
제2도는 본 발명에 적용되는 유압계통도.2 is a hydraulic system applied to the present invention.
제3도는 본 발명에 의한 다른 실시예도.3 is another embodiment according to the present invention.
제4도는 종래 현가장치의 사시도이다.4 is a perspective view of a conventional suspension device.
[산업상 이용분야][Industrial use]
본 발명은 자동차의 현가장치에 관한 것으로서, 보다 상세하게는 토오션 바아가 적용되는 현가장치에 있어서, 선회시 상기 토오션 바아의 스프링 정수(Spring Rate)를 가변시킬 수 있도록 함으로써, 승차감과 선회 안전성을 향상시킬 수 있는 자동차의 현가장치에 관한 것이다.The present invention relates to a suspension device for an automobile, and more particularly, in a suspension device to which a torsion bar is applied, by allowing the spring constant of the torsion bar to be changed during turning, the riding comfort and the turning safety. It relates to a vehicle suspension that can improve the.
[종래기술][Private Technology]
일반적으로 자동차에 있어서의 현가장치(Suspension System)라 함은 타이어와 차체 사이에 연결되어, 주행중 노면으로부터 받는 진동과 충격을 흡수하여 승차감과 자동차의 안전성을 향상시키는 장치로서, 노면에서의 충격을 완화하기 위하여 상하방향의 스프링 레이트는 유연하여야 하고, 휠 발생되는 구동력, 제동력, 선회시의 원심력 등을 이겨낼 수 있도록 차체에 마운팅부가 견고해야만 한다.Generally, a suspension system in a vehicle is connected between a tire and a vehicle body to absorb vibrations and shocks received from the road surface while driving to improve ride comfort and vehicle safety. For this purpose, the spring rate in the up and down direction should be flexible, and the mounting part should be firm on the body to overcome the driving force, the braking force, the centrifugal force during turning, etc.
상기와 같은 현가장치에는 구조상으로 일체 차축 현가장치와, 독립 현가장치로 구분되는데, 일체 차축 현가장치는 버스, 화물차 등과 같은 대형 차량에 적용되며, 독립 현가장치는 차축을 분할하여 양 휠이 서로 관계없이 움직이게 하여 승차감과 타이어의 로드 홀딩(Road Holding) 성능이 향상되도록 한 것으로서 승용차 및 소형 상용차에 주로 적용되고 있다.Suspension system as described above is structurally divided into an integrated axle suspension and an independent suspension, the integrated axle suspension is applied to large vehicles such as buses, vans, etc., the independent suspension is divided axles, both wheels are related to each other. It is designed to be used for passenger cars and small commercial vehicles.
자동차는 주행중에 차체의 상하 진동(Bounce) 이외에 로울링(Rolling), 피칭(piching), 요우잉(Yawing)이 일어나기 마련이며, 이들 진동을 현가장치에서 유연하게 흡수하여야만 승차감은 물론 주행성능 (조종성)이 향상되게 된다.In addition to the up and down vibration of the car body, the vehicle is also equipped with rolling, pitching, and yawing while driving, and it is necessary to flexibly absorb these vibrations from the suspension system to provide a comfortable ride as well as driving performance. ) Is improved.
이와 같은 차체의 진동에 있어서, 자동차의 선회시에 발생되는 진동은 차체가 선회 외측으로 경사져 기우는 로울링이 발생되며, 이 로울링의 발생하는 정도와 시간은 선회시의 방향 안정성에 많은 영향을 미치게 된다.In such a vibration of the vehicle body, the vibration generated during the turning of the vehicle is caused by the inclination of the vehicle body inclined toward the outside of the turning, and the occurrence and time of this rolling ring have a great influence on the direction stability during the turning. Go crazy.
이에 따라 현가장치에는 상기와 같은 로울링을 적절히 억제할 수 있는 수단이 있는데, 그 일예로서, 위시본 타입 현가장치에 스테이빌라이져 바아(Stabilizer Bar) 및 토오션 바아를 장착한 예이다.Accordingly, the suspension device has a means capable of appropriately suppressing the above-described rolling, for example, a stabilizer bar and a torsion bar are mounted on the wishbone type suspension device.
즉, 위시본 타입 현가장치는 제4도에서 보인 바와 같이, 어퍼 및 로워 컨트롤 아암(100)(102)와; 상기 어퍼 및 로위 컨트롤 아암(100)(102)의 선단에 휠을 회전 가능하게 지지하여 주는 휠 지지체(104)와; 상하단이 차체와 로워 컨트롤 아암(102)에 연결되어 감쇠력을 발휘하는 쇽 업소오버(106)를 포함하여 이루어진다.That is, the wishbone type suspension system includes upper and lower control arms 100 and 102, as shown in FIG. A wheel support 104 for rotatably supporting wheels at the ends of the upper and lower control arms 100 and 102; The upper and lower ends include a shock absorber 106 connected to the vehicle body and the lower control arm 102 to exert a damping force.
그리고 상기 어퍼 컨트롤 아암(100)의 차체측단을 차체에 고정시켜 주는 어퍼암 샤프트(108)의 후단으로 토오션 바아(110)가 차체 길이방향으로 연결되며, 이의 토오션 바아(110)의 후단부에는 앵커 아암(112)을 장착하고, 이 앵커아암(112)의 자유단에 조정볼트(114)를 개재시켜 차체와 연결하였다.And the torsion bar 110 is connected to the vehicle body longitudinal direction to the rear end of the upper arm shaft 108 that fixes the vehicle body side end of the upper control arm 100 to the vehicle body, the rear end of the torsion bar 110 thereof An anchor arm 112 was attached to the vehicle, and an adjustment bolt 114 was connected to the free end of the anchor arm 112 and connected to the vehicle body.
이에 따라 휠로부터 입력되는 진동과 충격은 어퍼 및 로워 컨트롤 아암(100)(102)을 통해 쇽 업소오버(106)에 전달되어 이에 감쇠가 이루어지며, 어퍼 아암(100)의 회동에 따라 토오션 바아(110)가 비틀리면서 충격흡수 및 로울율을 조정하게 되는 것이다.Accordingly, the vibration and shock input from the wheel are transmitted to the shock absorber 106 through the upper and lower control arms 100 and 102 to be attenuated thereto, and according to the rotation of the upper arm 100, the torsion bar is rotated. As the 110 is twisted, the shock absorption and the roll rate are adjusted.
그러나 종래 현가장치에 있어서는 하나의 스프링 상수를 갖도록 한 상태에서 설치되는 바, 승차감을 우선으로 토션바 레트를 유연하게 하면 로울시 로울율(deg/g)이 크게 되어 이들 롤 레이트를 조절하기 위해 스테이빌라이져 바아(116)를 장착하는데, 이 역시 직진 주행중 돌기물 충돌시 좌우륜의 연성 진동이 유발되는 단점과 선회시 선회 가속도(횡-G) 변화에 대한 로울율의 선형성(Linearity) 확보가 곤란한 문제가 있어 왔다.However, in the conventional suspension system, it is installed in a state with one spring constant, and if the torsion bar letting the ride comfort first give a high roll rate (deg / g) at the round, the stay rate is adjusted to adjust these roll rates. It is equipped with the Villar Bar 116, which also causes the weak vibration of the left and right wheels when the projection bumps while driving straight, and it is difficult to secure the linearity of the roll rate against the change in the turning acceleration (lateral-G) when turning There has been a problem.
그리고 토오션 바아의 경우에는 초기 공차시와 하중을 최대로 한 경우 스프링 변형이 비선형으로 변하여 로울시 유연한 로울을 구현하지 못한다는 문제점이 있다.In the case of the torsion bar, when the initial tolerance and the load are maximized, there is a problem in that the spring deformation is changed to non-linearity, thereby failing to implement a flexible roll at the time of the roll.
[발명의 요약][Summary of invention]
따라서 본 발명의 상기와 같은 문제점을 해결하기 위하여 창출된 것으로서, 본 발명의 목적은 토오선 바아가 적용되는 현가장치에 있어서, 선회시 상기 토오션 바아의 스프링 레이트(Spring Rate 또는 스프링 정수)를 가변시킬 수 있도록 함으로써, 주행 상황에 따라 승차감과 선회 성능을 향상시킬 수 있는 자동차의 현가장치를 제공하려는 것이다.Therefore, to solve the above problems of the present invention, an object of the present invention is a suspension device to which a toe bar bar is applied, varying the spring rate of the torsion bar (spring rate or spring constant) when turning It is intended to provide a vehicle suspension that can improve ride comfort and turning performance according to driving conditions.
본 발명의 다른 목적 상기 목적의 달성에 의해 스테이빌라이져 바아를 생략하여 현가장치의 구성을 간단히 할 수 있도록 함에 있다.Another object of the present invention is to simplify the configuration of the suspension device by eliminating the stabilizer bar by achieving the above object.
이를 실현하기 위하여 본 발명은 어퍼 컨트롤 아암의 차체측단을 차체에 고정시켜 주는 어퍼암 샤프트의 후단에 차체 길이방향으로 배치되는 토오션 바아를 구비한 현가장치에 있어서,In order to realize this, the present invention provides a suspension device having a torsion bar arranged in the vehicle body longitudinal direction at the rear end of the upper arm shaft for fixing the vehicle body side end of the upper control arm to the vehicle body.
상기 토오션 바아의 후단에 토오션 바아와 직교하는 방향으로 돌출되도록 앵커아암을 장착하고, 이 앵커아암의 자유단에 회전시켜 선회시 토오션 바아의 비틀림 정도 가변시키는 스프링 레이트 조정수단을 포함하여 이루어지는 자동차의 현가장치를 제공하는데 있다.An anchor arm is mounted on the rear end of the torsion bar so as to protrude in a direction orthogonal to the torsion bar, and a spring rate adjusting means for rotating the free end of the anchor arm to vary the degree of torsion of the torsion bar during turning. To provide a suspension of a vehicle.
이하, 상기의 목적을 구체적으로 실현할 수 있는 본 발명의 바람직한 실시예를 첨부한 도면에 의거하여 상세히 설명하면 다음과 같다.Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention that can specifically realize the above object will be described in detail.
[실시예]EXAMPLE
제1도는 본 발명에 의한 현가장치의 사시도로서, 본 발명의 현가장치는 휘을 회전 가능하게 지지하여 주는 휠 지지체(1)와; 상기 휠 지지체(1)의 상하부를 차체에 연결하여 주는 어퍼 및 로워 컨트롤 아암(3)(5)와; 상하단이 차체와 로워 컨트롤 아암(5)에 연결되어 감쇠력을 발휘하는 쇽 업소오버(7)를 포함하여 이루어진다.1 is a perspective view of a suspension device according to the present invention, the suspension device of the present invention includes a wheel support 1 for rotatably supporting the wheel; Upper and lower control arms (3) (5) for connecting the upper and lower parts of the wheel support (1) to the vehicle body; The upper and lower ends include a shock absorber 7 connected to the vehicle body and the lower control arm 5 to exert a damping force.
그리고 상기 어퍼 컨트롤 아암(3)의 차체측단을 차체에 고정시켜 주는 고정핀(9)의 후진으로 토오션 바아(11)가 차체 길이방향으로 연결되며, 이의 토오션 바아(11)의 후단부에는 앵커 아암(13)을 장착하고, 이 앵커아암(13)의 자유단에 스프링 레이트 조정수단(15)을 구비하였다.The torsion bar 11 is connected to the vehicle body in the longitudinal direction by the reverse of the fixing pin 9 which fixes the vehicle body side end of the upper control arm 3 to the vehicle body, and the rear end of the torsion bar 11 thereof. An anchor arm 13 was mounted, and a spring rate adjusting means 15 was provided at the free end of the anchor arm 13.
상기에서 스프링 레이트 조정수단(15)은 제1도 및 제2도에서와 같이 유압에 의하여 작동봉(17)이 신축되면서 앵커아암(13)을 회동시켜 토오션 바아(11)의 비틀림 정도를 가변시키는 액튜에이터(19)와, 유압펌프(21)로부터 공급되는 유압을 상기 액튜에이터(19)의 상하 유압실(23)(15)에 선택적으로 공급, 배출할 수 있는 유로를 변환시켜주는 방향 전환밸브(27)와; 조향센서(29)로부터 조향신호를 받아 상기 방향 전환밸브(27)를 제어하는 전자제어유닛(31)을 포함하여 이루어진다.As described above, the spring rate adjusting means 15 rotates the anchor arm 13 while the operating rod 17 is stretched by hydraulic pressure as in FIGS. 1 and 2 to vary the degree of twist of the torsion bar 11. Directional valve for converting the actuator 19 and the flow path for selectively supplying and discharging the hydraulic pressure supplied from the hydraulic pump 21 to the upper and lower hydraulic chambers 23 and 15 of the actuator 19 ( 27); It comprises an electronic control unit 31 for receiving the steering signal from the steering sensor 29 to control the direction change valve (27).
이와 같이 구성되는 본 발명 장치의 작동을 설명하면 정상적인 직진 주행시에는 제2도에와 같이 유로가 형성되어 토오션 바아(11)가 비틀어지지 않은 상태인 실선과 같은 상태가 유지된다.Referring to the operation of the apparatus of the present invention configured as described above, during normal straight running, a flow path is formed as shown in FIG. 2 to maintain a state such as a solid line in which the torsion bar 11 is not twisted.
이의 상태에서 제1도의 현가장치의 우측륜을 일예로 도시한 것과 바, 이를 기준으로 좌회전할 때를 일예로 설명하면 다음과 같다.In this state, the right wheel of the suspension device of FIG. 1 is illustrated as an example, and when it is turned based on this as an example, the following is described.
즉, 차량이 좌회전 하면 우측휠은 바운드를 하게 되는 바, 조향센서(29)로부터 차량이 우회전 한다는 신호를 받은 전자제어유닛(31)은 방향 전환 밸브(27)를 제어하여 액튜에이터(19)의 하부 유압실(25)에 유압을 공급하면서 상부 유압실(23)의 유압을 배출시킨다.That is, when the vehicle turns left, the right wheel is bound, and the electronic control unit 31 that receives the signal that the vehicle turns right from the steering sensor 29 controls the direction switching valve 27 to control the lower portion of the actuator 19. The hydraulic pressure of the upper hydraulic chamber 23 is discharged while supplying the hydraulic pressure to the hydraulic chamber 25.
그러면 액튜에이터(19)의 작동봉(17)은 축소되면서 앵커아암(13)의 자유단을 들어올리게 되며, 이와 같이 앵커아암(13)의 선단이 들어 올려지면 토오션 바아(11)의 후단부가 시계방향으로 비틀려지게 되고, 우측휠은 좌회전 의한 바운드로 토오션 바아(11)의 전단부를 반시계 방향으로 비틀려짐으로써, 이들 비틀리는 방향이 설 상쇄되어 차체가 크게 기울어지는 것을 방지하고, 아울러 차량의 중량이 좌륜에서 우륜으로 이동하는 정도를 조절하여 궁극적으로 타이어의 코너링(Cornering force)력이 조절되므로 선회시 언더 스티어(Under Steer) 계수(deg/g)조정이 가능하게 되어 선회 성능 개선이 가능하다.Then, the operating rod 17 of the actuator 19 is contracted while lifting the free end of the anchor arm 13. As such, when the tip of the anchor arm 13 is lifted up, the rear end of the torsion bar 11 is watched. Direction, and the right wheel is twisted in the counterclockwise direction of the front end of the torsion bar 11 by the left-bound binding, thereby preventing the vehicle body from being inclined greatly by offsetting these twisting directions. As the weight of the vehicle moves from the left wheel to the right wheel, the cornering force of the tire is ultimately adjusted so that the understeer coefficient (deg / g) can be adjusted during turning, improving turning performance. It is possible.
그리고, 상기와는 반대로 차량이 우회전할 때에는 액튜에이터(19)의 상부 유압실(23)에 유압을 공급하고, 하부 유압실(25)의 유압을 배출시켜 앵커아암(13)의 자유단을 시계방향으로 회전시키고, 휠의 리바운드에 의해 토오션 바아(11)를 그의 전단부가 반시계 방향으로 비틀려짐으로써, 서로 상쇄되어 차체가 크게 기울어지는 것을 방지하고, 역시 중량 이동량도 조정하게 되어 언더 스티어 계수(deg/g)가 가변되어 적절한 방향 안전성 확보가 가능하다.On the contrary, when the vehicle turns right, the hydraulic pressure is supplied to the upper hydraulic chamber 23 of the actuator 19, the hydraulic pressure of the lower hydraulic chamber 25 is discharged, and the free end of the anchor arm 13 is rotated clockwise. Rotation of the wheel, and the front end portion of the torsion bar 11 is twisted in the counterclockwise direction by the rebound of the wheel, which is offset from each other to prevent the vehicle body from inclining greatly and also adjusts the amount of movement of the understeer coefficient. (deg / g) is variable to ensure proper direction safety.
제3도는 본 발명에 의한 다른 실시예를 도시한 것으로서, 본 발명은 유압을 이용하는 액튜에이터(19)를 스프링 레이트 조정수단(15)으로 형성하였으나, 다른 실시예에서는 토오션 바아(11)의 후단에 섹터기어(33)를 장착하고, 이에 스텝모터(35)에 의해 구동되는 리드 스크류(37)의 회전으로 상하 승강하는 랙(39)을 치합하여 구성한 것으로서, 그의 작용은 본 발명과 동일하므로 생략한다.3 shows another embodiment according to the present invention. In the present invention, the actuator 19 using hydraulic pressure is formed as the spring rate adjusting means 15. In another embodiment, the rear end of the torsion bar 11 is provided. The sector gear 33 is mounted, and the rack 39, which is moved up and down by the rotation of the lead screw 37 driven by the step motor 35, is engaged with each other. .
이상에서와 같이 본 발명에 의하면 토오션 바아가 적용되는 현가장치에 있어서, 선회시 상기 토오션 바아의 스프링 레이트를 가변시킬 수 있도록 함으로써, 승차감과 선회 안전성을 향상시킬 수 있게 된다.As described above, according to the present invention, in the suspension apparatus to which the torsion bar is applied, the spring rate of the torsion bar can be changed during the turning, thereby improving the riding comfort and the turning safety.
그리고 로울이 최소한으로 억제되므로 스테이빌라이져 바아를 생략하여 현가장치의 구성을 간단히 할 수 있는 것이다.And since the roll is minimized, the configuration of the suspension device can be simplified by omitting the stabilizer bar.
Claims (3)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1019940016304A KR100228976B1 (en) | 1994-07-07 | 1994-07-07 | Suspension system for a vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1019940016304A KR100228976B1 (en) | 1994-07-07 | 1994-07-07 | Suspension system for a vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR960004004A KR960004004A (en) | 1996-02-23 |
| KR100228976B1 true KR100228976B1 (en) | 1999-11-01 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1019940016304A KR100228976B1 (en) | 1994-07-07 | 1994-07-07 | Suspension system for a vehicle |
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| Country | Link |
|---|---|
| KR (1) | KR100228976B1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100674136B1 (en) * | 2005-06-07 | 2007-01-24 | 현대모비스 주식회사 | Active geometry control suspension system |
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1994
- 1994-07-07 KR KR1019940016304A patent/KR100228976B1/en not_active IP Right Cessation
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| KR960004004A (en) | 1996-02-23 |
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