KR100313790B1 - Steering wheel suspension system of vehicle - Google Patents

Abstract

PURPOSE: A steering wheel suspension system of a vehicle is provided to make change of wheel geometry achieved in an optimum condition actively by hydraulic pressure through electronic control according to the running conditions of a vehicle. CONSTITUTION: A steering wheel suspension system of a vehicle comprises a wheel support(2) of supporting a wheel to turn the wheel; an upper control arm(3) and a lower control arm(4) of connecting the upper and lower sides of the wheel support with a vehicle body; a camber control unit(5) of controlling a camber, with pushing or pulling the upper and lower control arm; a caster control unit(6) capable of controlling the caster angle by moving the lower control arm back and forth; a toe control unit(7) capable of controlling the toe condition of the wheel support; and an ECU(Electronic Control Unit) of controlling the control units by signals input from a speed sensor, a steering angle sensor, and a lateral force sensor. Riding comfort and stability are secured by achieving the wheel geometry with the optimum condition.

Description

Steering wheel suspension

Industrial use field

The present invention relates to a steering wheel suspension of an automobile, and more particularly, to a steering wheel suspension of an automobile in which a change of camber and caster tow is most ideally changed by hydraulic supply by electronic control according to driving conditions of an automobile. It is about.

Prior art and problem

In general, a suspension system in a vehicle is a device that connects the axle and the frame, absorbs vibrations and shocks received from the road surface while driving, and improves riding comfort and vehicle stability. For this purpose, the up and down connection should be flexible, and the horizontal connection must be strong enough to withstand the driving force, braking force and centrifugal force generated when turning.

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. As a result, both wheels move independently of each other to improve ride comfort and stability.

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 wheel alignment, and the wheel alignment is divided into several elements, and the elements are complementary to each other, thereby reducing the steering force of the steering wheel by an ideal action as the steering wheel. It absorbs shocks during braking and driving and increases the restoring force of the steering wheel. Therefore, the straightness is stabilized to ensure driving stability of the vehicle and steering stability during turning.

Looking at an example of a conventional steering wheel suspension in consideration of the above contents, as shown in Figure 9, the wheel support 100 for rotatably supporting the wheel; Upper and lower control arms 102 and 104 connecting upper and lower portions of the wheel support 100 to the vehicle body; A spring assembly 108 comprising a shock absorber 106.

However, in the suspension system as described above, the upper and lower controls simply connect the wheel support and the vehicle body mechanically, so that the elements of the wheel alignment work best when the suspension is designed. Doing.

Accordingly, the wheel alignment function is sufficiently exhibited during normal driving, but the vehicle is not only driving normally but various loads and shocks are input to the suspension according to the driving conditions, and thus it cannot be sufficient for various inputs thereof. There are many loopholes in ride comfort and stability.

purpose

Therefore, the present invention has been created to solve the above problems, the object of the present invention is to automatically change the camber, caster, tow changes by the hydraulic pressure by the electronic control according to the driving conditions of the vehicle To provide a steering wheel suspension.

Another object of the present invention is to provide a steering wheel suspension of a vehicle that can improve the straight stability and turning stability by improving the riding comfort and steering by achieving the above object.

Means to solve the problem

In order to realize this, the present invention includes a wheel support rotatably supporting the wheel;

Upper and lower control arms connecting upper and lower sides of the wheel support to the vehicle body;

Camber control means disposed at the vehicle body side end connection portion of the upper and lower control arms to control the camber by pushing or pulling the upper and lower control arms to the wheel side by hydraulic pressure;

Caster control means disposed at a vehicle body side end of the upper and lower control arms to move the arms back and forth to control the caster angle;

Tow control means disposed on one side of a vehicle body side end of the lower control arm to control a tow state of the wheel support;

It provides a steering wheel suspension of a vehicle comprising an electronic control unit for controlling the control means by a signal input from a vehicle speed sensor, a steering angle sensor, a lateral force sensor.

The camber control means disposed in the vehicle body side connection portion of the upper and lower control arms includes a fixed rod spaced apart by a predetermined distance in the vehicle width direction, and a hinge plate fixed to the front and rear ends of the fixed rod. A hinge member having an upper portion and a hinge portion fixed to the vehicle body and rotatably connected to a vehicle side end portion of the upper and lower control arms to the wheel side fixing rod;

An actuator to which the front end of the piston rod is connected to the vehicle body side fixing rod of the hinge member to rotate the hinge member by the expansion and contraction of the piston rod;

It provides a steering wheel suspension of a vehicle comprising a direction change valve for controlling the direction of the hydraulic pressure supplied from the oil pump to the actuator.

The caster control means includes a ball screw that is screwed with a male screw portion formed at both ends of a fixed rod for connecting the vehicle side end connection portion of the lower control arm to a hinge plate to rotate the fixed rod so that the fixed rod is screwed;

The worm (or ball screw) mounted on the shaft end is disposed on the outer side of the hinge plate so as to engage with the worm gear mounted on the one end of the fixed rod, and the lower control arm moves forward and backward by the control of the electronic control unit. To provide a steering wheel suspension of a vehicle comprising a forward and reverse rotation motor.

The vehicle body side connection portion and the fixed rod of the lower control arm is provided with a steering wheel suspension of the vehicle, characterized in that coupled to enable the rotation of the fixed rod but not axial movement.

The worm gear is provided with a steering wheel suspension of the vehicle, characterized in that the width is formed somewhat larger than the front, rear travel distance of the fixed rod.

The toe control means includes a connection link disposed in the vehicle width direction by a ball joint connected to a front end of a protruding portion of which one end protrudes toward the front side of the wheel support;

A rotation part having a horizontal portion and a vertical portion and formed of approximately “b”, the intermediate hinge portion of which is hinged to the vehicle body, and the front end portion of the vertical portion being connected to the vehicle body side connection portion of the connection link via an elastic bushing;

An actuator pivotally connected to an upper end of a piston rod at a horizontal end of the pivot to rotate the pivot between expansion and contraction by hydraulic pressure;

Provided is a steering wheel suspension device for a vehicle including a direction change valve for controlling a path of hydraulic pressure supplied from a hydraulic pump to an actuator by the control of the electronic control unit.

Example

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 a suspension according to the present invention, the suspension according to the present invention comprising: a wheel support 2 for rotatably supporting the wheel 1; Upper and lower control arms (3) (4) for connecting the upper and lower parts of the wheel support (2) with the vehicle body; A camber, caster, tow control means (5) (6) (7) disposed at the vehicle body side end of the upper and lower control arms (3) (4) to control the camber, caster, toe of the wheel (1); Is done.

The wheel support 2 rotatably supports the wheel 1 as in the prior art, and in the case of a steering drive wheel, a through hole 20 is formed in the center portion as shown in the drawing, and a driving shaft not shown therein penetrates the tip thereof. The wheel 1 is driven to be mounted on the spindle to be mounted.

In addition, the upper and lower control arms 3 and 4 for connecting the upper and lower sides of the wheel support 2 to the vehicle body are connected to the wheel support 2 as the wheel side connection portions 30 and 40 as ball joints. The body side end is branched to the front and rear side, and two front and rear connecting portions 31, 32, and 41 and 42 are formed and connected to the vehicle body, and when the wheel 1 is elevated according to the road surface and driving conditions, 31) (32), (41) (42) are hinged to rotate the wheels while rotating.

The camber control means 5 disposed at the vehicle body side connections 31, 32, 41, 42 of the upper and lower control arms 3, 4 are as shown in FIGS. Likewise, the fixing rods 330, 331, and 430 and 431 spaced apart at predetermined intervals in the vehicle width direction, and are formed in a substantially triangular shape to form the fixing rods 330, 331 and 430 and 431. The hinge plate 332, 333, 432, 433 is fixed to the front and rear ends of the lower and upper portions of the hinge plates 332, 333, 432, 433 to the vehicle body. The hinge member is hinged and rotatably connected to the vehicle body side end portions 31, 32, 41 and 42 of the upper and lower control arms 3 and 4 to the wheel side fixing rods 330 and 430. (33) (43);

The front ends of the piston rods 340 and 440 are connected to the vehicle body-side fixing rods 331 and 431 of the hinge members 33 and 43 so that the hinges are extended by the expansion and contraction of the piston rods 340 and 440. Actuators 34 and 44 for rotating the members 33 and 44;

A direction change valve (35) (45) for controlling the direction of oil pressure supplied from the oil pump (8) to the actuators (34) (44);

And an electronic control unit 9 for controlling the direction switching valves 35 and 45 by signals input from the vehicle speed sensor 90, the steering angle sensor 91, and the lateral force sensor 92.

Accordingly, when the vehicle drives at high speed, when its signal is input to the electronic control unit 9 through the vehicle speed sensor 90, the electronic control unit 9 controls the direction switching valves 35 and 45 to operate the actuator 34 ( Hydraulic pressure is supplied to the vehicle body side fluid chambers 341 and 441 and the hydraulic pressure of the wheel side fluid chambers 342 and 442 is discharged.

The piston rods 430 and 440 of the actuators 34 and 44 are then extended as shown in FIG. 7 while pushing the upper and lower portions of the hinge members 33 and 43 to the wheel side, respectively, to the upper and lower control arms 3. (4) is pushed to the wheel side, and the camber and tread are changed by pushing the slidability like a virtual line.

As described above, the camber and the tread change are determined by comparing the input signals of the sensors 90, 91 and 92, which are input according to the driving conditions of the vehicle, with the data inputted by the electronic controller 9 to determine the camber and tread values. The camber and tread are adjusted by controlling the set direction change valves 35 and 45.

The hinge plates 332, 333, and 432 and 433 are formed in a triangle in order to allow the other two corner portions to rotate by using one corner as a hinge.

The caster control means 6 connects the vehicle body side connection portions 41 and 42 of the lower control arm 4 with the hinge plates 432 and 433 as shown in FIGS. 3 and 6 and 4. Ball screw 60, 61 and screwed to the male screw portion 600, 610 formed at both ends of the fixing rod 430 to rotate the fixing rod 430 to move the fixing rod 430 ;

The worm 620 mounted at the end of the shaft is disposed on the outer side of the one side hinge plate 433 so as to be engaged with the worm gear 621 mounted at the one end of the fixing rod 430 of the electronic control unit 9. It comprises a forward and reverse rotation motor 62 for moving the lower control arm 430 in the front-rear direction by the control.

Accordingly, when the forward and reverse rotation motor 62 rotates, the lower control is performed by the driving method of the worm 620 and the worm gear 621 and the action of the ball screws 60, 61 and the male parts 600, 610. The arm 4 is made to move a little in the front-rear direction.

When the lower control arm 4 supported below the wheel support 2 is moved forward and backward, as shown in FIG. 7, the caster angle is naturally changed. In response to the signals 90 and 91 and 92, the electronic control unit 9 operates the motor 62 to cause the fixing rod 430 to be screwed backward.

Then, the lower control arm 4 moves to the rear side with a dashed line to form a large caster angle, thereby improving the straight stability.In contrast, when the vehicle speed is low, the lower control arm 40 moves to the front side to improve steering. Let's go.

For the operation as described above, but connecting the vehicle body side connection portion 41, 42 and the fixed rod 430 of the lower control arm (4), the rotation of the fixed rod 430 is recognized, the lower control arm (4) The forward and backward movement of the connection is made in a structure that can be disabled.

In addition, since the forward and backward movement distances of the fixed rod 430 are not very large when the forward and reverse rotation motors 62 are driven, the width of the worm gear 621 may be sufficiently accommodated before and after the fixed rod 430. It is good to form.

The tow control means 7 has a ball joint connected to the tip of the protrusion 21 protruding toward the front side of the wheel support 2, as shown in FIGS. 1, 5 and 8. A connection link 70 disposed;

It has a horizontal portion 710 and a vertical portion 711 and is formed of approximately "b", the middle hinge portion 712 of the hinge is fixed to the vehicle body, the front end of the vertical portion 711 is the body of the link link 70 A rotation part 71 connected between the side end connection part 700 and the elastic bush;

An actuator 72 having an upper end of a piston rod 720 pivotally connected to a distal end of the horizontal portion 710 of the pivot 71 to rotate the pivot 71 by a telescopic operation by hydraulic pressure;

It comprises a direction switching valve 73 for controlling the path of the hydraulic pressure supplied from the hydraulic pump 8 to the actuator 72 by the control of the electronic control unit (9).

The tow control means 7 as described above transmits its signal to the electronic control unit 9 by each sensor 90, 91, 92 when turning, or when front, rear force or lateral force is applied to the wheel.

Then, the electronic control unit 9 supplies the hydraulic pressure to the actuator 73 by controlling the directional valve 74 by comparing it with the input data. When the tow state is to be changed to the toin, the hydraulic pressure is changed to the actuator 72. When the piston rod 720 is contracted by supplying it to the outer fluid chamber 721 of the crankshaft, the front side of the wheel support 2 is pulled by pulling the connecting link 70 while the pivot 71 rotates counterclockwise in the drawing. As it is inclined inward like a virtual line of 4 degrees, it changes to the state of toe-in.

And if you want to change to toe out, the operation is performed in the reverse of the above.

As described above, the control of the camber, the caster, the tow is a signal that can obtain the most appropriate geometry effect by comprehensively comparing and judging the signals input from the sensors 90, 91, 92, etc. in the electronic control unit 9. The camber, caster and toe are controlled in combination.

effect

As described above, according to the present invention, the suspension device is provided with means for controlling the elements of the wheel alignment, and the wheel geometry is optimized to the current driving conditions by the signals input from the sensors according to the driving conditions. It can be made by the inventors to ensure a ride comfort and stability.

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

2 is a block diagram of a camber control means applied to the suspension of the present invention.

3 is a block diagram of a caster control means applied to the suspension of the present invention.

4 is a side view showing the caster angular displacement.

5 is a block diagram of a tow control means applied to the present invention.

6 is a hydraulic system diagram applied to the present invention.

7 is an operation of the camber control means.

8 is an operation of the tow control means.

9 is a configuration diagram of a conventional suspension device.

Claims (5)

In the steering wheel suspension of an automobile, A wheel support for rotatably supporting the wheel of the vehicle; Upper and lower control arms for connecting the wheel support with the vehicle body up and down; It comprises a fixed rod spaced apart at predetermined intervals in the vehicle width direction of the vehicle, and a hinge plate fixed to the front and rear ends of the fixed rod, the lower side and the upper portion of the hinge plate is hinged to the vehicle body and upper to the wheel side fixing rod A hinge member rotatably connected to the body side end connection portion of the lower control arm, an actuator to which the front end of the piston rod is connected to the vehicle body side fixed rod of the hinge member, and to rotate the hinge member by the expansion and contraction of the piston rod; It consists of a direction change valve for controlling the direction of the hydraulic pressure supplied from the oil pump to the actuator and is disposed in the body side end connection of the upper and lower control arms to hydraulically push or pull the upper and lower control arms to the wheel side Camber control means for controlling; Caster control means disposed at the vehicle body side end of the lower control arm to move the arm thereof to control the caster angle; Tow control means disposed on one side of a vehicle body side end of the lower control arm to control a tow state of the wheel support; And an electronic control unit for controlling the control means by a signal input from a vehicle speed sensor, a steering angle sensor, and a lateral force sensor. The ball caster according to claim 1, wherein the caster control means is screwed with a male screw portion formed at both ends of a fixing rod for connecting the vehicle side end connection portion of the lower control arm to a hinge plate to rotate the fixing rod. Screw; The worm mounted on the shaft end is disposed on the outer surface of the hinge plate so as to engage with the worm gear mounted on the one end of the fixed rod, and the forward and reverse rotations of the lower control arm move forward and backward by the control of the electronic control unit. Steering wheel suspension of an automobile comprising a motor. 3. The steering wheel suspension system of claim 2, wherein the vehicle body side connection portion and the fixed rod of the lower control arm are coupled so that the fixed rod is rotatable with respect to the vehicle body side connection portion and axial movement is limited. 3. The steering wheel suspension system of claim 2, wherein the worm gear is formed to be larger than the moving distance before and after the fixed rod whose width is limited. The tow control means according to claim 1, wherein the tow control means comprises: a connection link disposed in the vehicle width direction by a ball joint connected to the tip of a protrusion which one end protrudes toward the front side of the wheel support; A rotation part having a horizontal portion and a vertical portion and formed of approximately 'b', the intermediate hinge portion of which is hinged to the vehicle body, and the front end portion of the vertical portion being connected to the vehicle body side connection portion of the connection link via an elastic bushing; An actuator pivotally connected to an upper end of a piston rod at a horizontal end of the pivot to rotate the pivot between expansion and contraction by hydraulic pressure; A steering wheel suspension device for a vehicle, characterized in that it comprises a direction switching valve for controlling the path of the hydraulic pressure supplied from the hydraulic pump to the actuator by the control of the electronic control unit.