KR100398211B1 - Partial independence type vehicle suspension system - Google Patents
Partial independence type vehicle suspension system Download PDFInfo
- Publication number
- KR100398211B1 KR100398211B1 KR10-2000-0084340A KR20000084340A KR100398211B1 KR 100398211 B1 KR100398211 B1 KR 100398211B1 KR 20000084340 A KR20000084340 A KR 20000084340A KR 100398211 B1 KR100398211 B1 KR 100398211B1
- Authority
- KR
- South Korea
- Prior art keywords
- coupled
- wheel
- reducer
- vehicle
- suspension
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
- B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
- B60G3/26—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/40—Indexing codes relating to the wheels in the suspensions
- B60G2200/462—Toe-in/out
-
- 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
- B60G2204/10—Mounting of suspension elements
- B60G2204/12—Mounting of springs or dampers
- B60G2204/124—Mounting of coil springs
-
- 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
- B60G2204/416—Ball or spherical joints
-
- 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
- B60G2204/422—Links for mounting suspension elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/50—Constructional features of wheel supports or knuckles, e.g. steering knuckles, spindle attachments
-
- 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
- B60G2400/05—Attitude
- B60G2400/051—Angle
- B60G2400/0514—Wheel angle detection
- B60G2400/05144—Wheel toe
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
본 발명은 자동차용 반독립 후륜 현가장치에 관한 것으로, 감속기(30)와, 양단에 구비된 조인트(31)(31')를 통해 감속기(30)와 구동휠(32)(32')의 휠지지체(33)(33')를 연결하도록 설치되는 구동사프트(34)(34')와, 일단은 리어너클중 휠센터를 중심으로 전방부측에 위치하도록 결합되고 부쉬(35)(35')가 결합된 타단은 차체(40)의 리어크로스멤버에 결합되면서 설치되는 토우컨트롤링크(36)(36')와, 일단은 리어너클중 휠센터를 중심으로 상부측에 위치하도록 결합되고 타단은 상기 토우컨트롤링크(36)(36')와 소정간격으로 이격된 리어크로스멤버에 결합되면서 설치되는 캠버컨트롤링크(37)(37')와, 상기 휠지지체(33)(33')의 아래쪽에서 구동휠(32)(32')을 가로지르도록 위치되면서 양단이 볼조인트를 통해 리어너클중 휠센터를 중심으로 하부측에 위치하도록 결합되는 지상고링크(39)와, 이 지상고링크(39)상에 일단이 고정되도록 결합되고 타단은 사이드멤버에 고정되도록 결합되는 코일스프링(38)(38')을 더 포함하도록 구성되어져, 선회안정성이 향성되고 지상고의 저하가 예방됨으로써 차량의안정성이 대폭 증대되도록 된 것이다.The present invention relates to a semi-independent rear wheel suspension for automobiles, wherein the wheel support of the reducer 30 and the drive wheels 32 and 32 'is provided through the reducer 30 and the joints 31 and 31' provided at both ends thereof. Drive shafts 34 and 34 'installed to connect the 33 and 33' and one end of the rear knuckles are coupled to be positioned at the front side with respect to the wheel center, and the bushes 35 and 35 'are coupled to each other. The other end is coupled to the rear cross member of the vehicle body 40, the tow control links 36 and 36 ', one end is coupled to be located at the upper side centering the wheel center of the rear knuckle and the other end is the tow control Camber control links 37 and 37 'installed while being coupled to the rear cross members spaced apart from the links 36 and 36' by a predetermined distance, and a driving wheel under the wheel supports 33 and 33 '. A ground clearance that is positioned across the 32 '(32') and is coupled so that both ends are located on the lower side around the wheel center of the rear knuckle through the ball joint. It is configured to further include a link 39 and a coil spring 38 (38 ') coupled to one end to be fixed on the ground high link 39 and the other end to be fixed to a side member, so that turning stability is enhanced. By preventing the fall of the ground clearance, the stability of the vehicle is greatly increased.
Description
본 발명은 자동차용 반독립 후륜 현가장치에 관한 것으로서, 더욱 상세하게는 독립형 현가장치의 선회안정성 및 조향안전성과 비독립형 현가장치의 지상고유지를 동시에 만족할 수 있도록 하는 자동차용 반독립 후륜 현가장치에 관한 것이다.The present invention relates to a semi-independent rear wheel suspension for automobiles, and more particularly, to a semi-independent rear wheel suspension for automobiles to satisfy both the swing stability and steering safety of the independent suspension and the ground maintenance of the non-independent suspension.
일반적으로 자동차에 있어서 현가장치는 차축과 차체를 연결하여 주행할 때 차축이 노면에서 받는 진동이나 충격을 차체에 직접 전달되지 않도록 하여 차체나 화물의 손상을 방지하고 승차감을 좋게 하는 장치이다.In general, the suspension device in the vehicle is a device that prevents damage to the vehicle body or cargo and improves the riding comfort by preventing the axle from being directly transmitted to the vehicle body when the axle is driven from the road surface when driving by connecting the axle and the vehicle body.
이와 같은 자동차의 현가장치를 크게 분류하면 차축현가식(이하, 비독립현가식이라 함)과 독립현가식이 있는데, 대형차량의 경우에는 전후륜에 모두 비독립식 현가장치를 적용하고 있으며, 승용차의 경우 종래에는 전륜은 독립 현가장치를 채용하고 후륜은 차축식 현가장치를 채용한 예도 있으나, 최근에는 전후륜 모두 양측 구동휠이 상호 간섭됨이 없이 움직이게 하여 승차감과 안정성이 향상되는 독립현가식을 채용하고 있다.The vehicle suspensions are classified into axle suspension expressions (hereinafter referred to as non-independent suspension expressions) and independent suspension expressions. In the case of large vehicles, non-independent suspensions are applied to both front and rear wheels. Conventionally, the front wheel adopts an independent suspension system and the rear wheel adopts an axle suspension system.However, in recent years, both front and rear wheels adopt independent suspension type that improves riding comfort and stability by allowing both driving wheels to move without mutual interference. have.
상기와 같은 자동차의 독립형 현가장치는 그 구조적인 차이에 따라 여러 종류가 있는데, 도 1은 그 중 하나로 차체의 저부에 마운팅되는 서브프레임(10)과, 상기 서브프레임(10)과 구동휠(11)(11')을 연결하여 각 구동휠(11)(11')의 독립적인 상하운동을 가능케 하는 다수의 콘트롤링크(12)(12')와, 쇽업소버(13)(13')와 코일스프링(14)(14')의 조립체로 형성된 스트러트아암(15)(15')과, 감속기(16)와 구동휠(11)(11')을 연결하는 구동샤프트(도시않됨)로 구성되어 차체 및 구동휠에 가해지는 충격 및 진동하중을 효과적으로 흡수하게 된다.There are several types of independent suspension of the vehicle according to the structural difference, Figure 1 is one of the subframe 10 mounted on the bottom of the vehicle body, the subframe 10 and the driving wheel 11 (11 '), a plurality of control links (12, 12'), shock absorbers (13) (13 ') and coils to enable independent up-and-down movement of each drive wheel (11) (11'). The strut arm 15, 15 'formed by the assembly of the springs 14, 14' and the drive shaft (not shown) which connect the reducer 16 and the drive wheels 11, 11 'are shown. And the shock and vibration loads applied to the driving wheels.
그러나, 상기와 같은 구조에서는 차량의 구동휠(11)(11')이 감속기(16)와 독립적으로 연결되어 있어 중량이 적고 조안성이 우수하나, 차체에 적재되는 물체의 하중 및 차량의 선회주행시 발생하는 롤현상에 의해 현가장치의 감속기(16)와 도로사이의 간격(이하, 지상고라 함)이 낮아져 불규칙한 도로에서의 주행시 차량의 진행이 만족스럽지 못한 문제점이 있었다.However, in the above structure, the driving wheels 11 and 11 'of the vehicle are independently connected to the reducer 16 so that the weight is low and the safety of the vehicle is excellent. The gap between the reduction gear 16 of the suspension system and the road (hereinafter referred to as the ground height) is lowered due to the roll phenomenon, which causes the vehicle to be unsatisfactory in running on an irregular road.
한편, 상기와 같은 독립형 현가장치의 지상고 저하를 고려한 비독립형 현가장치는 도 2에 도시되어 있는 바, 그 구조는 감속기(20)와 구동휠 지지체(21)(21')를 일체로 연결하는 차축하우징(22)과, 이 차축하우징(22)과 차체(미도시)에 연결되어 각 지지체(21)(21')의 상하운동을 가능케 하는 콘트롤링크(23)(23')와, 상기 차축하우징(22)과 차체에 연결되어 차체의 상하진동을 완충하는 쇽업소버(24)(24')와, 상기 차축하우징(22)상에 장착되어 상부가 차체에 연결되는 코일스프링(25)(25')으로 구성되어 차체 및 구동휠에 가해지는 충격과 진동하중을 효과적으로 흡수하게 된다.On the other hand, the non-independent suspension in consideration of the ground height reduction of the independent suspension as described above is shown in Figure 2, the structure of the axle for integrally connecting the reducer 20 and the drive wheel support 21 (21 '). A control link (23) (23 ') connected to the housing (22), the axle housing (22) and a vehicle body (not shown) to enable vertical movement of each support (21) (21'), and the axle housing A shock absorber (24) (24 ') connected to the vehicle body (22) to cushion up and down vibrations of the vehicle body, and coil springs (25) (25') mounted on the axle housing (22) and connected to the vehicle body at an upper portion thereof. ) To effectively absorb shock and vibration loads applied to the vehicle body and the driving wheel.
한편, 상기와 같은 구조에서는 차체의 적재하중에 의해 가해지는 하중으로 감속기(20)와 도로 사이의 간격이 일정하게 유지되어 험한 도로를 주파해도 지상고의 저하가 발생하지 않으나, 코일스프링(25)(25')은 하중량 과다로 스프링의 완충력이 떨어지고, 또한 자동차의 선회시 예를 들어 우회전시 차체는 원심력을 받아 차체의 하중이 선회 반대방향으로 쏠리게 되면서 기울어지는데, 즉 선회방향의 우측차체는 상방향으로 들려지는 리바운드(rebound)현상이 발생되고, 선회 반대방향의 좌측차체는 하방향으로 가라않는 범퍼(bumper)현상이 발생된다.On the other hand, in the structure as described above, the distance between the reducer 20 and the road is kept constant by the load applied by the load of the vehicle body, so even when the road is steep, the deterioration of the ground height does not occur, but the coil spring 25 ( 25 ') is excessively underweight, and the cushioning force of the spring falls, and when the vehicle is turned, for example, when the vehicle is turned in a right direction, the body is inclined due to the centrifugal force and the load of the body is oriented in the opposite direction of the turning. Rebound phenomenon occurs in the direction, and the bumper phenomenon that the left vehicle body in the opposite direction of the turning does not go downward.
이는 선회시 차체에 롤링(rolling)이 발생되어 차량의 하중이 좌측으로 쏠림으로써, 후륜측 차축과 이에 장착된 후륜이 선회 반대방향을 향하여 조향되는 액슬스티어(axle steer)현상을 유발시키게 되는 것이다.This is the rolling (rolling) is generated in the vehicle body when turning, causing the load of the vehicle to be pulled to the left, causing the axle steer phenomenon that the rear axle and the rear wheels mounted thereon are steered in the opposite direction of the turning.
이와 같이, 후륜측 차축이 선회시 선회 반대방향의 후방으로 약간 선회되면, 후륜의 전방이 바깥으로 벌어지는 토아웃(tou-out)현상이 생기면서 선회반경이 작아지는 오버스티어링(over-steer)현상이 유발되게 되고, 이에 따라 주행중인 차량은 선회의 안정감 상실과 핸들링 성능이 저하되는 문제점이 있었다.In this way, if the rear axle is slightly turned to the rear of the reverse direction when turning, an over-steer phenomenon occurs in which the turning radius decreases while the front of the rear wheel opens to the outside. In this case, the driving vehicle has a problem in that the turning stability is lost and the handling performance is deteriorated.
이에 본 발명은 상기와 같은 문제점을 해결하기 위한 것으로, 독립형 현가장치에서 발생하는 지상고 저하현상을 예방하고 아울러 비독립형 현가장치에서 발생하는 선회안정성 저하 및 핸들링 성능의 감소를 예방할 수 있도록 하는 자동차용 반독립 후륜 현가장치를 제공함에 그 목적이 있다.Accordingly, the present invention is to solve the above problems, semi-independence for automobiles to prevent the ground height degradation occurring in the stand-alone suspension, and also to prevent the reduction of the swing stability and the handling performance caused in the non-independent suspension. The object is to provide a rear suspension.
상기와 같은 목적을 달성하기 위한 본 발명의 반독립 후륜 현가장치는, 감속기와, 양단에 구비된 조인트를 통해 감속기와 구동휠의 휠지지체를 연결하도록 설치되는 구동사프트와, 일단은 리어너클중 휠센터를 중심으로 전방부측에 위치하도록 결합되고 부쉬가 결합된 타단은 차체의 리어크로스멤버에 결합되면서 설치되는 토우컨트롤링크와, 일단은 리어너클중 휠센터를 중심으로 상부측에 위치하도록 결합되고 타단은 상기 토우컨트롤링크와 소정간격으로 이격된 리어크로스멤버에 결합되면서 설치되는 캠버컨트롤링크와, 상기 휠지지체의 아래쪽에서 구동휠을 가로지르도록 위치되면서 양단이 볼조인트를 통해 리어너클중 휠센터를 중심으로 하부측에 위치하도록 결합되는 지상고링크와, 이 지상고링크상에 일단이 고정되도록 결합되고 타단은 사이드멤버에 고정되도록 결합되는 코일스프링을 더 포함하여 구성되는 것을 특징으로 한다.Semi-independent rear wheel suspension of the present invention for achieving the above object, the drive shaft is installed so as to connect the reducer, the wheel support of the reducer and the drive wheel through a joint provided at both ends, and one end of the wheel center of the rear knuckle; The other end coupled to the front and the bush is coupled to the tow control link is installed while being coupled to the rear cross member of the vehicle body, one end is coupled to be located on the upper side centering the wheel center of the rear knuckle and the other end is A camber control link is installed while being coupled to the rear cross member spaced apart from the tow control link at a predetermined interval, and both ends are centered on the wheel center of the rear knuckle through the ball joint while being positioned to cross the driving wheel at the bottom of the wheel support. Ground high link is coupled to be positioned on the lower side, and the other end is coupled so that one end is fixed on the ground high link It is characterized in that it further comprises a coil spring coupled to be fixed to the side member.
도 1은 종래의 독립형 후륜 현가장치를 보인 사시도,1 is a perspective view showing a conventional independent rear wheel suspension,
도 2는 종래의 비독립형 후륜 현가장치를 보인 사시도,Figure 2 is a perspective view of a conventional non-independent rear wheel suspension,
도 3은 본 발명의 실시예를 설명하기 위해 평면을 개략적으로 보인 구성도,Figure 3 is a schematic view showing a plan view for explaining an embodiment of the present invention,
도 4는 본 발명의 실시예를 설명하기 위한 정면을 개략적으로 보인 구성도이다.4 is a configuration diagram schematically showing a front for explaining an embodiment of the present invention.
< 도면의 주요부분에 대한 부호의 설명 ><Description of Symbols for Major Parts of Drawings>
30 - 감속기 31,31' - 조인트32,32' - 구동휠 33,33' - 휠지지체34,34' - 구동샤프트 35,35' - 부쉬36,36' - 토우컨트롤링크 37,37' - 캠버컨트롤링크38,38' - 코일스프링 39 - 지상고링크30-Reducer 31,31 '-Joint 32,32'-Drive wheel 33,33 '-Wheel support 34,34'-Drive shaft 35,35 '-Bush 36,36'-Tow control link 37,37 '-Camber Control Link 38,38 '-Coil Spring 39-Ground Clear Link
이하, 본 발명의 실시예를 첨부도면을 의거 자세히 설명하면 다음과 같다.Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.
도 3과 도 4는 본 발명의 실시예를 개략적으로 도시한 구성도로서, 본 발명에 따른 반독립 후륜 현가장치는 도시된 바와 같이 감속기(30)와, 양단에 구비된 조인트(31)(31')를 통해 감속기(30)와 구동휠(32)(32')의 휠지지체(33)(33')를 연결하도록 설치되는 구동사프트(34)(34')와, 일단은 리어너클(도시않됨)중 휠센터를 중심으로 전방부측에 위치하도록 결합되고 부쉬(35)(35')가 결합된 타단은 차체(40)의 리어크로스멤버(도시않됨)에 결합되면서 설치되는 토우컨트롤링크(toe control link)(36)(36')와, 일단은 리어너클중 휠센터를 중심으로 상부측에 위치하도록 결합되고 타단은 상기 토우컨트롤링크(36)(36')와 소정간격으로 이격된 리어크로스멤버에 결합되면서 설치되는 캠버컨트롤링크(camber control link)(37)(37')와, 상기 휠지지체(33)(33')의 아래쪽에서 구동휠(32)(32')을 가로지르도록 위치되면서 양단이 볼조인트를 통해 리어너클중 휠센터를 중심으로 하부측에 위치하도록 결합되는 지상고링크(39)와, 이 지상고링크(39)상에 일단이 고정되도록 결합되고 타단은 사이드멤버(도시않됨)에 고정되도록 결합되는 코일스프링(38)(38')을 더 포함하여 구성된다.여기서, 상기의 캠버컨트롤링크(37)(37')는 바퀴가 하중을 받았을 때 아래로 벌어지는 것을 방지하고 주행할 때 바퀴가 탈출하는 것을 방지하기 위해 바퀴를 바깥쪽으로 경사지게 하는 기능을 가진 것으로, 이때 바퀴의 중심선과 노면에 대한 수직선이 이루는 각도(A)를 캠버라고 한다.3 and 4 is a schematic view showing an embodiment of the present invention, the semi-independent rear wheel suspension according to the present invention, as shown in the reducer 30, and joints 31 and 31 'provided at both ends thereof. Drive shafts 34 and 34 'installed to connect the reducer 30 to the wheel supports 33 and 33' of the drive wheels 32 and 32 ', and one end of a rear knuckle (not shown). Toe control link (toe control) is installed while being coupled to the rear center of the wheel center and the other end of the bush (35, 35 ') is coupled to the rear cross member (not shown) of the vehicle body 40 (36) 36 'and one end of the rear knuckles are coupled to be located on the upper side of the center of the wheel center and the other end of the rear cross member spaced apart from the tow control links (36) and (36') at a predetermined interval. Camber control links (37) (37 ') installed while being coupled to the drive wheels (32) and (32') below the wheel supports (33) (33 ') The ground height link 39 is coupled to be positioned so as to be positioned at the lower side about the center of the wheel center of the rear knuckle through the ball joint, and one end is fixed on the ground height link 39 and the other end is side member. It further comprises a coil spring (38) 38 (38 ') coupled to be fixed to (not shown). Here, the camber control link (37) (37') is to be formed when the wheel under load To prevent the wheels from escaping when running and to prevent the wheels to be inclined outwards, the angle (A) formed by the center line of the wheels and the vertical line to the road surface is called a camber.
그리고, 상기의 토우컨트롤링크(36)(36')는 바퀴의 앞쪽이 뒤쪽보다 좁게 하는 기능을 하는 것으로서 이런 상태를 토인(toe-in)이라고 하는데, 이는 상기 캠버컨트롤링크(37)(37')에 의해 바퀴를 바깥쪽으로 경사지게 하여 바퀴가 굴러가면 차체의 바깥쪽으로 향하는 토아웃(toe-out) 현상을 방지하게 된다.즉, 상기의 토우컨트롤링크(36)(36')는 선회시나 직진시 바퀴에 적절한 토인이 발생되도록 유도하여, 바퀴가 차량의 진행방향과 일치한 방향으로 굴러가도록 하는 역할을 수행하게 된다.The tow control links 36 and 36 'function to make the front of the wheel narrower than the rear, which is called toe-in, which is the camber control links 37 and 37'. When the wheel is rolled out to prevent the toe-out phenomenon toward the outside of the vehicle body, the toe control link (36) (36 ') is turned or when going straight Induces proper toe-induced wheels, thereby causing the wheels to roll in a direction consistent with the traveling direction of the vehicle.
한편, 차체에 적재되는 화물의 하중 및 차량의 선회주행시 발생하는 롤링현상에 의해 종래 독립형 현가장치에서 발생되던 감속기와 도로사이의 지상고(B)가 현저히 저하되던 현상은 본 발명의 지상고링크(39)가 이를 흡수하여 지상고의 저하를 막으므로서 항상 일정한 높이를 유지하게 된다.On the other hand, due to the load of the cargo loaded on the vehicle body and the rolling phenomenon that occurs during the turning of the vehicle, the ground clearance (B) between the speed reducer and the road, which was generated in the conventional stand alone suspension device is significantly reduced is the ground height link 39 of the present invention. It absorbs this and keeps a constant height at all times while preventing the fall of the ground clearance.
따라서, 본 발명에 따른 반독립 후륜 현가장치는 선회시 바퀴에 횡하중이 발생하여도 토인을 조절하는 토우컨트롤링크(36)(36') 및 롤링 발생시 캠버를 조절하는 캠버컨트롤링크(37)(37')로 인해 조향특성과 선회안전성이 확보되고, 아울러 지상고의 저하는 지상고링크(39)를 통해 지면으로부터 일정한 높이를 유지할 수 있게 된다.Accordingly, the semi-independent rear wheel suspension according to the present invention has tow control links 36 and 36 'for adjusting the toe even when a lateral load is generated during the turning and camber control links 37 and 37' for adjusting the camber when rolling occurs. Due to the steering characteristics and the turning safety is secured, and the ground clearance is also able to maintain a constant height from the ground through the ground height link (39).
이상 설명한 바와 같이 본 발명에 의하면, 선회안정성이 향성되고 지상고의 저하가 예방됨으로써 차량의안정성이 대폭 증대되게 되고, 이로 인해 차량에 대한 소비자의 선호도가 높아지는 효과가 있게 된다.As described above, according to the present invention, since the turning stability is improved and the fall of the ground height is prevented, the stability of the vehicle is greatly increased, thereby increasing the consumer's preference for the vehicle.
Claims (1)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR10-2000-0084340A KR100398211B1 (en) | 2000-12-28 | 2000-12-28 | Partial independence type vehicle suspension system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR10-2000-0084340A KR100398211B1 (en) | 2000-12-28 | 2000-12-28 | Partial independence type vehicle suspension system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR20020055005A KR20020055005A (en) | 2002-07-08 |
| KR100398211B1 true KR100398211B1 (en) | 2003-09-19 |
Family
ID=27687758
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR10-2000-0084340A Expired - Fee Related KR100398211B1 (en) | 2000-12-28 | 2000-12-28 | Partial independence type vehicle suspension system |
Country Status (1)
| Country | Link |
|---|---|
| KR (1) | KR100398211B1 (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6428012A (en) * | 1987-07-21 | 1989-01-30 | Mazda Motor | Suspension device for vehicle |
| JPH0930224A (en) * | 1995-07-14 | 1997-02-04 | Mitsubishi Motors Corp | Suspension structure |
| JPH11278029A (en) * | 1998-03-30 | 1999-10-12 | Mazda Motor Corp | Rear wheel suspension device for automobile |
| JP2000025440A (en) * | 1998-07-09 | 2000-01-25 | Suzuki Motor Corp | De dion type suspension |
| JP2000177349A (en) * | 1998-12-11 | 2000-06-27 | Nissan Motor Co Ltd | Rear suspension device |
-
2000
- 2000-12-28 KR KR10-2000-0084340A patent/KR100398211B1/en not_active Expired - Fee Related
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6428012A (en) * | 1987-07-21 | 1989-01-30 | Mazda Motor | Suspension device for vehicle |
| JPH0930224A (en) * | 1995-07-14 | 1997-02-04 | Mitsubishi Motors Corp | Suspension structure |
| JPH11278029A (en) * | 1998-03-30 | 1999-10-12 | Mazda Motor Corp | Rear wheel suspension device for automobile |
| JP2000025440A (en) * | 1998-07-09 | 2000-01-25 | Suzuki Motor Corp | De dion type suspension |
| JP2000177349A (en) * | 1998-12-11 | 2000-06-27 | Nissan Motor Co Ltd | Rear suspension device |
Also Published As
| Publication number | Publication date |
|---|---|
| KR20020055005A (en) | 2002-07-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP6979501B2 (en) | Vehicle suspension | |
| US6752409B1 (en) | Wheel suspension for driven rear wheels of a motor vehicle | |
| JP5784509B2 (en) | Automotive suspension | |
| US5558360A (en) | Vehicle suspension system for a steerable drive wheel | |
| US5421606A (en) | Steerable front wheel suspension for vehicle | |
| KR100398211B1 (en) | Partial independence type vehicle suspension system | |
| JP2007518613A (en) | Method and apparatus for suspending a vehicle | |
| KR200147905Y1 (en) | Camber shim of vehicle with escape prevention structure | |
| KR19980024176U (en) | Multi Link Suspension of Car | |
| KR19990007181U (en) | Bracket for cross member reinforcement of automobile suspension | |
| KR0131296B1 (en) | Suspension apparatus | |
| KR200147907Y1 (en) | Loosening preventing device for steering knuckles | |
| KR20030055449A (en) | multi-link type suspension system for automotive vehicles | |
| JPS5827123B2 (en) | Suspension system with planar vibration system | |
| KR960003493Y1 (en) | Rear suspension of car | |
| KR100201471B1 (en) | Independence suspension for vehicle | |
| KR100192404B1 (en) | Dual link type suspension | |
| KR20050045743A (en) | A rear suspension | |
| KR19980029888U (en) | Pin bolt fixing structure of car upper arm shaft pin by leaf spring | |
| KR19980029883U (en) | Camber shim of vehicle with escape prevention structure | |
| KR19980084934A (en) | Shock absorber of car suspension | |
| KR19990029089U (en) | Suspension device of a car | |
| KR19980068833A (en) | Rigidity suspension links | |
| KR20010059110A (en) | Semi-trailing arm type suspension system of vehicle | |
| KR19980029950U (en) | Upper arm bracket fixing structure of car upper arm shaft pin |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A201 | Request for examination | ||
| PA0109 | Patent application |
Patent event code: PA01091R01D Comment text: Patent Application Patent event date: 20001228 |
|
| PA0201 | Request for examination | ||
| PG1501 | Laying open of application | ||
| E902 | Notification of reason for refusal | ||
| PE0902 | Notice of grounds for rejection |
Comment text: Notification of reason for refusal Patent event date: 20030325 Patent event code: PE09021S01D |
|
| E701 | Decision to grant or registration of patent right | ||
| PE0701 | Decision of registration |
Patent event code: PE07011S01D Comment text: Decision to Grant Registration Patent event date: 20030625 |
|
| GRNT | Written decision to grant | ||
| PR0701 | Registration of establishment |
Comment text: Registration of Establishment Patent event date: 20030902 Patent event code: PR07011E01D |
|
| PR1002 | Payment of registration fee |
Payment date: 20030903 End annual number: 3 Start annual number: 1 |
|
| PG1601 | Publication of registration | ||
| PR1001 | Payment of annual fee |
Payment date: 20060905 Start annual number: 4 End annual number: 4 |
|
| FPAY | Annual fee payment |
Payment date: 20070831 Year of fee payment: 5 |
|
| PR1001 | Payment of annual fee |
Payment date: 20070831 Start annual number: 5 End annual number: 5 |
|
| LAPS | Lapse due to unpaid annual fee | ||
| PC1903 | Unpaid annual fee |