KR100295846B1 - Suspension for front wheels of vehicle - Google Patents

Abstract

PURPOSE: A suspension of front wheels for a vehicle is provided to reduce expenses, and to improve driving experience, by absorbing impact energy efficiently with distributing impact to vehicle members and the suspension at a head-on collision. CONSTITUTION: A frame of an engine room is formed with vehicle members arranged breadthwise, and members arranged at both ends of members to connect. A center member(4) and side members(6) are arranged in the middle and at both sides of a cross member(2). A radiator support member(8) is connected to the front parts of the center member and the side members. A wheel carrier(10) is connected to a vehicle body with a lateral arm(12), and to the lower part of a strut assembly(28). A vehicle side connecting part(14) is connected to the lower part of a supporting member(16) by inserting a horizontal bush. A front connecting part of a trailing arm(18) is connected between a bracket(22) and a stay(24). The strut assembly is supported by a support member(36) with integrally forming a coil spring(30) and a shock absorber(32). Impact energy is absorbed efficiently with distributing shock at a collision. Driving experience is improved with increasing strength.

Description

Front wheel suspension

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a front wheel suspension of an automobile capable of effectively absorbing collision energy during a collision.

Suspensions in automobiles exist between the body and the wheels and are connected by one or more control arms, supported by springs and shock absorbers in the vertical direction, and high rigidity and flexibility in the other directions. By appropriately harmonizing, mechanically harmonizes the relative movement between the vehicle body and the wheels to absorb vibrations and shocks received from the road surface while driving to improve ride comfort and turning stability.

In order to satisfy the performance of various sectors for the input from the road surface, the following three conditions are required.

First, for the sake of steering stability, the tire should maintain the ideal posture on the road surface to maximize the grip force on the road, and the body should maintain the best posture in its own way to enable the desired vehicle movement state. In addition, it must not have any momentary force to get the next motion at all times and at the same time allow any action by external input except the driver's intended direction and moment.

Secondly, for comfort, the passengers should be able to absorb any shocks sensitively so that passengers in the car will not feel uncomfortable.

Third, it is necessary to contribute to the absorption of the collision energy in the collision to increase the collision safety.

In the above requirements of the suspension system, until now, the development to meet the first and second conditions has been chiefly focused and the designed suspension system has been applied to mass production vehicles, but in recent years, the safety regulations have become increasingly difficult. As a result, the design concept of the existing suspension system was not sufficient to satisfy this.

As a result, in recent years, the sub-frame is formed in a rectangular shape like a well well as a means to improve collision safety by absorbing collision energy in front and offset collisions under conditions that do not adversely affect the body structure. The steering and suspension and some of them are being developed in such a way that the power unit is also mounted.

However, in the case of forming the sub-frame in the shape of a square as described above, the rigidity is increased, so there is no problem in overcoming the regulation of collision safety, but the material consumption is greatly increased, and the manufacturing cost and weight are greatly increased. There is a problem.

Therefore, the present invention has been invented to solve the above problems, and an object of the present invention is to disperse and absorb the impact of the body member and the suspension system in the whole body and the offset during frontal collision without using the conventional rectangular subframe. In other words, by providing a suspension energy absorption function, the suspension energy can be effectively absorbed, providing a suspension that can reduce the manufacturing cost and weight.

Another object of the present invention is to provide a suspension device that can improve the riding comfort by preventing the occupants from feeling this by allowing the impact input from the road surface, in particular, the impact input by the front and rear force to be transmitted to the vehicle body from the far away from the driver's seat. Is in.

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

2 is a plan view of a suspension device according to the present invention.

3 shows the impact transmission path during a collision.

4 is a view showing a deformation state of the side member of the vehicle body during a collision.

In order to realize this, the present invention is composed of a body member arranged in the vehicle width direction at a predetermined interval before and after each other, and arranged in the longitudinal direction at both ends of the members to form an engine room basic skeleton,

Connecting the vehicle width direction support means for supporting the wheel support means in the vehicle width direction to a portion where the rear vehicle width direction member and the longitudinal member are connected;

Connecting a front end portion of the longitudinal support means for supporting the vehicle body in the longitudinal direction by forming a separate bracket in the portion where the front side vehicle width direction member and the longitudinal member is connected,

It is characterized in that the front wheel suspension of a vehicle is provided by suspending the upper portion of the buffer means for supporting the wheel support means in the vertical direction to the longitudinal member.

And the vehicle body side end connection portion of the vehicle width direction support means is connected to the support member for connecting the rear vehicle width direction member and the longitudinal member via a horizontal rubber bush, the front end connection portion of the longitudinal support means is the front side of the longitudinal member The bracket is characterized in that it is connected through the vertical bushing between the stays protruding from the member in the front vehicle width direction.

Accordingly, when the offset and frontal impact, the impact is dispersed and received by the longitudinal member and the longitudinal support means, so that it can effectively absorb the collision energy, without using a conventional rectangular sub-frame, simple "T" type By using the frame of the basic engine room, manufacturing cost and weight can be reduced.

And since the position of the vehicle side connection portion of the vehicle width direction support means and the longitudinal support means is located far away from the driver's seat, the driver's feeling of impact is minimized, thereby improving the riding comfort.

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

The frame constituting the basic skeleton of the vehicle engine room is, as shown in Fig. 1, the center of the cross member 2, which is the rear vehicle width direction member disposed in the vehicle width direction, and the center that is the longitudinal member in the longitudinal direction of the vehicle body at both ends thereof. The member 4 and the side member 6 are disposed, and the radiator support member 8 which is the front side vehicle width direction member is connected to the front end of the center member 4 and the side member 6 to form a quadrilateral shape of the engine room. The basic skeleton is formed.

Of course, the cross member 2 and the radiator support member 4 are located at the bottom, and both side members 6 are located above these.

In arranging the suspension device in such a frame, the present invention is arranged in the vehicle width direction, and the armal arm 12, which is the vehicle width direction support means for connecting the wheel carrier 10 to the vehicle body, has the vehicle side end connection portion 14 connected thereto. The lower end of the support member 16 erected between the both ends of the cross member 2 and the side member 6 was connected via a horizontal bush.

The rear end of the trailing arm 18, which is the longitudinal support of the vehicle body, is connected to the middle of the lateral arm 12, and the front end connection 20 of the trailing arm 18 is connected to the side member 6. It is connected between the bracket 22 fixed to the front lower portion and the stay 24 protruding from both ends of the radiator support member 8, it is fixed by using a vertical bush.

The horizontal and vertical bushes applied to the connecting portions 14 and 20 are classified according to how the shafts of the bushes are arranged, and the horizontal bushes are arranged with their axial directions horizontal and vertical. Means that the axial direction is arranged vertically.

In addition, the bushes are rubber bushes having appropriate stiffness and flexibility, which are well known, and thus detailed descriptions thereof will be omitted.

The wheel carrier 10 rotatably supports the wheel 26 as shown in FIG. 2, the upper end of which is connected to the lower end of the strut assembly 28, which is a cushioning means, the strut assembly 28 of which is a coil spring. The 30 and the shock absorber 32 are integrally formed, and the upper end thereof is suspended by the support member 36 formed integrally with the side member 6 via the insulator 34.

In FIG. 2, reference numeral 38 denotes a steering mechanism for steering, and 40 denotes a tire.

According to the present invention made as described above, as shown in Figs. 2 and 3, the front end of the trailing arm 18 is connected to the front side of the side member 6 during frontal collision or offset collision. As such, the impact force F thereof is distributed to the side member 6 and the trailing arm 18, and when the side member 6 is pushed back by the impact force, the trailing arm 18 is also pushed back. do.

Eventually, the wheel 26 is moved backwards, whereby the tire 40 forming the wheel 26 is in contact with the wheel house 42, and thus the moment when the tire 40 is in contact with the wheel house 42. From the tire 40 is elastically compressed to perform a buffer role to absorb the collision energy.

In the process of absorbing the collision energy, all the collision energy is not concentrated on the side member 6 as before, and the entire suspension system including the link, the wheel, and the tire is absorbed by the trailing arm 18 to absorb the collision energy. By contributing, the side member 6 is not largely deformed, such as bending the intermediate portion, and gradually absorbs the collision energy from the front end portion as shown in FIG. 4, and contributes to the energy absorption until the collision is completed. The degree of deformation also gradually decreases.

In addition, since the rolling is minimized to the inside of the dash panel that is connected to the end of the side member 6 it is possible to promote the safety of the occupants.

In addition, the vehicle body side connecting portion 14 of the lateral arm 12 is located in the support member 16 fixed between the cross member 2 and the side member 6, so that the vehicle body of the lateral arm 12 is located. Even though the impact energy pushed to the rear side 14 is applied to the cross member 2 and the side member 6, absorption is made in the cross member 2 and the side member 6, so that the amount of rear push for this portion is very small to protect the occupant.

In the suspension device of the present invention for dispersing and absorbing collision energy as described above, when considering the inherent function, the upper and lower shocks input from the road surface are made up of the coil spring 30 and the shock absorber 32 as in the prior art. Absorbed and attenuated by the strut assembly 28.

When the front and rear forces are applied to the wheel 26, the impact thereof is input in the form of a tension in the vertical bush of the shear connection 20 through the trailing arm 18, so that the impact is far from the driver even when a large impact is input. As it is transmitted from the place, the impact is minimal.

As a result, the riding comfort is greatly improved, and since the conventional rectangular sub-frame is not used, manufacturing cost and weight can be greatly reduced.

In the above description, the offset collision refers to the collision of two rigid bodies eccentrically with respect to the center rather than the frontal collision. It means.

As described above, according to the present invention, by effectively contributing to the absorption of the collision energy with the side member and the cross member at the time of offset and frontal collision without using the conventional rectangular subframe, the effective dispersed absorption of the collision energy is possible. Accordingly, the safety of the occupants can be promoted, and manufacturing cost and weight can be reduced.

In addition, since the front and rear shocks input from the road surface are transmitted to the vehicle body by the tensile load of the connection portion of the trailing arm away from the driver's seat, the passengers cannot feel the impact thereof, thereby greatly improving the ride comfort.

In addition, the shape of the lower control arm is changed from (a) to (b) as in FIG. 5, so that the cross section of the rear lower end portion of the side member is reduced for the "G" point mounting space in the conventional (a) form. Since it adversely affects the bending stiffness and impact characteristics of the entire body, it is mounted on the front end of the side member as shown in (b), so that the cross section of the lower end of the rear side of the side member can be increased to the maximum to ensure sufficient body rigidity. Accordingly, it is possible to expect a lot of improved effects on the vibration characteristics as well as improving the basic ride comfort due to the increase in the rigidity of the body.

Claims (6)

A front wheel suspension of an automobile, comprising: a radiator support member disposed in the front vehicle width direction of the vehicle, a cross member disposed in the rear vehicle width direction of the vehicle at a predetermined distance from the radiator support member, and the radiator support member and the cross A side member which is disposed at both ends of the member in the longitudinal direction and interconnects them to form a basic frame of the engine room, and a body-side connection portion that supports the wheel carrier in a vehicle width direction at a portion where the cross member and the side member are connected, and the radiator A front end connecting portion supporting the vehicle body side connecting portion in the vehicle body longitudinal direction at a portion where the support member and the side member are connected, a strut assembly buffered by supporting the vehicle body connecting portion in the vertical direction, and an upper portion of the strut assembly being the side member County on A front wheel suspension of a car characterized in that it comprises a support member for support. The front wheel suspension of a vehicle according to claim 1, wherein the vehicle body side connection portion is connected to the support member which connects the cross member and the side member via a horizontal rubber bush. The front wheel suspension device of claim 1, wherein the front end connection part is connected between a bracket coupled to the front side of the side member and a stay projecting from the radiator support member through a vertical bush. In the front wheel suspension of an automobile, a body side connection portion of a lateral arm that connects a lower portion of a wheel carrier to a vehicle body is connected to a lower end of a support member that is erected between both front end portions and side members of a cross member. The front end of the trailing arm, the rear end of which is connected to the middle part of the lateral arm, is connected to the front end of the side member via a rubber bush, and the upper end of the wheel carrier is suspended from the strut assembly by the strut assembly. Front wheel suspension of cars. 5. The front wheel suspension of a vehicle according to claim 4, wherein the vehicle body side connection portion of the lateral arm is connected via a horizontal rubber bush. 5. The front wheel suspension of a vehicle according to claim 4, wherein the front end connecting portion of the trailing arm is connected to the bracket fixed to the front lower portion of the side member by using a vertical bush.

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