KR100440113B1 - Suspension system of vehicles - Google Patents

Abstract

To provide a suspension to improve the turning traction while ensuring the ground camber remains close to "0" under any circumstances;

A wheel carrier rotatably supporting the wheel; In the suspension of the vehicle comprising a lower and upper control arms arranged in the vehicle width direction connecting the lower and upper portions of the wheel carrier with the vehicle body side,

A camber control means is disposed between the upper control arms of both wheels, and a roll sensing means is disposed between the wheel carriers of both wheels so as to drive the camber control means when rolling.

Description

Suspension of car {SUSPENSION SYSTEM OF VEHICLES}

The present invention relates to a suspension of an automobile, and more particularly, by controlling the change of the camber during bump / rebound of the wheel and rolling of the vehicle body, improving straightness and straight and turning traction force, thereby improving ride comfort and optimum driving stability. The present invention relates to a suspension of a vehicle that can be planned.

Suspension in a vehicle exists between a vehicle body and a wheel, and is a device that connects these two rigid bodies by using one or more links. It is supported by springs and hydraulic shock absorbers in the vertical direction, and in other directions. By properly harmonizing high rigidity and flexibility, it is possible to mechanically balance the relative movement between the body and the wheel.

Such a suspension device, first, effectively blocks the irregular input of the road surface generated while driving the vehicle to provide a comfortable ride to the passengers,

Secondly, it should provide the convenience of driving by controlling the shaking of the car body caused by driver's driving behavior and road curvature.

Third, it is necessary to satisfy the basic condition that the vehicle must maintain the vertical load on the tire ground surface at an appropriate level on irregular roads to ensure the maneuverability and stability of the vehicle during turning and braking.

In order to satisfy the above conditions, the attitude of the wheel by the suspension geometry acts as a very important factor. In particular, the camber in the attitude of the wheel has a great influence on the linear stability and turning safety of the vehicle.

More specifically, the change in camber at bump and rebound contributes to the vehicle's straight stability, understeering and oversteering characteristics along with the change in toe, where the tire generates a camber thrust corresponding to the camber angle to the road surface and the side slip angle This is because it combines with the side force generated by and acts as a lateral force necessary for the vehicle to corner.

Therefore, in consideration of the relationship between the camber change and the characteristics of the vehicle, it is necessary to think of it as a land camber change. The relationship between the land camber change and the body camber change is significantly different between the integrated suspension system and the independent suspension system.

That is, from the standpoint of improving the cornering performance by increasing the grip when rolling, an integrated suspension or a suspension that negatively changes the vehicle body camber during bumping is very advantageous.

However, if the camber changes due to bumps and rebounds are generated due to the ups and downs of the road-like wave shape when the vehicle goes straight, the excessive ground changes interfere with the straight stability because at this time, Suspension that can reduce the change of the vehicle body camber at the time of rebound is advantageous.

Therefore, it is required to make the camber change at the time of bump / rebound appropriately from a viewpoint of both a cornering characteristic and a straight stability.

Considering the characteristics of the conventional suspension system, in the case of the double wishbone and the trailing arm suspension, when the change of the camber angle at the bump and rebound is small, the camber angle is generated by the roll angle when rolling so that the cornering force is increased. In the case of the double wishbone and the swing arm suspension device, when the change of the camber angle during rolling is made small, changes in the camber angle during bump and rebound occur and the straightness stability is lowered.

That is, in the conventional suspension system, since only one of the bump / rebounce or rolling can be optimized, the linear performance and the turnability cannot be improved at the same time. It implies

Therefore, the present invention has been invented to solve the above problems, the object of the present invention is to maintain the ground camber close to "0" in any situation, thereby improving the turning traction while improving the straightness and straight grounding ability. In order to provide a suspension device.

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

Figure 2 is a cross-sectional view of the anti-roll detection means applied to the present invention.

3 is a view for explaining the operation of the anti-roll detection means of FIG.

4 is a front view of the suspension according to the present invention.

5 is an operation explanatory diagram of the present invention.

In order to achieve the above object, the present invention is a wheel carrier for rotatably supporting a wheel; In the suspension of the vehicle comprising a lower and upper control arms arranged in the vehicle width direction connecting the lower and upper portions of the wheel carrier with the vehicle body side,

A camber control means is disposed between the upper control arms of both wheels, and a roll sensing means is disposed between the wheel carriers of both wheels so as to drive the camber control means when rolling.

Wherein the camber control means is a connection link that the wheel side end is connected to the vehicle body side connection portion of the upper control arm, a vertical member in which the upper portion of the middle portion is connected to the vehicle body side end of the connection link, and the lower end of the vertical member is interconnected Made of horizontal members,

The roll sensing means is formed on the outer circumferential surface and the worm is engaged with the rack, the bevel gear set to drive the rack while both wheels are locked when the relative displacement movement, and both sides of the bevel gear set It is characterized in that it is made of a rotating shaft which is drawn out from and connected to the connector protruding from the front and rear of each wheel carrier of each wheel.

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.

1 is a configuration diagram of a suspension according to the present invention, 2 and 4 denote a wheel carrier.

The wheel carriers 2 and 4 rotatably support the wheels, and are provided by lower control arms 6 and 8 and upper control arms 10 and 12 disposed in the vehicle width direction on the lower part and the upper part. It is connected to the vehicle body side.

In the above, the lower control arm (6) (8) and the upper control arm (10) (12) is formed in the form of an A-type arm or a general rod according to the characteristics of the vehicle, the wheel-side connection is connected to the ball joint in the case of the steering wheel It is connected to the wheel carrier and, if it is not a steering wheel, is connected via a rubber bush like the vehicle body connection.

In this suspension device, the present invention extends the upper portion of the wheel carriers 2 and 4 to a predetermined height so that the tip portion thereof is connected to the upper control arms 10 and 12, and the upper control arm ( 10) (12) is connected to each other via a camber control means.

The camber control means includes a vertical member (18) and (20) connected to the vehicle body side ends of the upper control arms (10) and (12), and a horizontal member (22) interconnecting the lower ends of the vertical members (18) and (20). )

The upper ends of the vertical members 18 and 20 are connected to the vehicle body, that is, the upper ends of the vertical members 18 and 20 are inclined in the outward direction of the vehicle body rather than the lower ends thereof. That is, the vertical member is disposed with its upper end inclined outward with respect to the lower end with respect to the vertical centerline of the vehicle body.

And the rack 24 is formed in the lower side of the center portion of the horizontal member 22 is operated by the roll sensing means to be described later.

The roll sensing means is formed so as to move the horizontal member 22 through the rack 24 when the two wheels opposite to each other as shown in Figures 1 to 3, the rack is located on the outer peripheral surface A bevel gear set 28 having a worm 26 engaged with the 24 and a wheel carrier 2 and 4 of each of the wheels 30 and 32, respectively, being drawn out to both sides of the bevel gear set 28; It consists of a rotating shaft 38, 40 is connected to the connector 34, 36 protruding from the front and rear of the.

More specifically, as shown in FIG. 2, the bevel gear set 28 includes side pinion gears 44 and 46 disposed at both inner sides of the case 42 having the worm 26 formed on the outer circumferential surface thereof. Before and after the pinion gears 44 and 46, the pinion gears 48 and 50 are engaged with each other and have the same configuration as a general differential device.

In addition, both ends of the rotating shafts 38 and 40 connected to the side pinion gears 44 and 46 are bent at right angles in opposite directions, and the front ends thereof are connected to the connecting portions 34 and 36 so that both wheels 30 The rotating shaft is configured to rotate along the vertical movement direction of (32).

Accordingly, when both wheels 30 and 32 operate in opposite directions, both of the rotation shafts 38 and 40 rotate in the same direction so that the case 42 rotates integrally while locking the bevel gear set 28. On the contrary, when both wheels 30 and 32 are bumped or rebounded at the same time, the rotation directions of the rotational shafts 38 and 40 are different from each other, so that the case 42 does not rotate.

Of course, the above operation is the same as the operation of the differential device, so a detailed description thereof will be omitted.

The suspension according to the present invention made as described above is a state in which the wheel alignment is set to the optimum state according to the characteristics of the vehicle in the state as shown in FIG.

Referring to the case in which the one wheel bumps according to the turning or road conditions in this state as an example, as shown in Figure 5, the right wheel 30 bumps according to the turning or road conditions in the left direction If left, the left wheel 32 is a condition that is rebound.

Then, both rotation shafts 38 and 40 are rotated in the same direction, and the bevel gear set 28 is locked and the case 42 is rotated together so that the worm 26 and the rack ( The action of 24 causes a force to move the rack 24 to the left in the figure.

In the above operation, when the one wheel 30 is raised, the movement distance of the rack 24 is calculated at the design stage according to how much the attitude of the counter wheel 32 should be changed according to the degree.

As described above, the rack 24 moves to the left side in the drawing to push the vertical member 20 of the left wheel toward the wheel 32 by the amount of movement, and the vertical member 20 is based on the connection portion of the upper end. The lower end is moved to the wheel 32 side is connected to it to push the upper control arm 12 to the outside, when the upper control arm 12 is pushed outward in this way, the upper control arm 12 thereof is connected thereto When the upper end of the wheel carrier 4 is pushed outward, the attitude of the wheel 32 changes to the positive camber side.

That is, when the right wheel 30 that is the turning outer wheel bumps, the right wheel 30 changes its posture toward the negative camber side, and in conjunction with this, the left wheel 32 moves at an angle corresponding to the above. Since the attitude changes to the positive camber side, considering the rolling of the vehicle body, the earth cambers of both the wheels 30 and 32 will eventually maintain " 0 ".

On the contrary, when turning to the right or bumping the right wheel 30 by the protrusion, only the direction is different from the above and the same operation will be omitted.

In addition, in FIG. 5, the left wheel 32 is shown to greatly rebound, but this is only to aid the understanding of the present invention. In fact, since the left wheel 32 is grounded to the ground, the rebounding force of the vehicle body It works by suppressing rolling.

Since the suspension of the present invention as described above is made of a form similar to the double wishbone and the multi-link suspension, the performance other than the camber control performance as described above can use the same performance as the original suspension.

As described above, according to the present invention, in the suspension system of the automobile, the ground camber of the left and right wheels in consideration of the movement of the vehicle body at the time of bump and rebound can be maintained almost "0", thereby improving the straightness and the straight grounding ability. It is an invention that can improve turning traction while planning.

Claims (7)

A wheel carrier rotatably supporting the wheel; In the suspension of the vehicle comprising a lower and upper control arms arranged in the vehicle width direction connecting the lower and upper portions of the wheel carrier with the vehicle body side, Between the upper control arms of both wheels, a camber control means comprising a vertical member having an upper middle portion connected to the vehicle body side end of the upper control arm, and a horizontal member interconnecting a lower end of the vertical member, and rolling In order to drive the camber control means, a worm is formed between the wheel carriers of both wheels and is engaged with the rack on an outer circumferential surface thereof, and the wheels are locked while the wheels move relative displacements. Suspension of the vehicle, characterized in that the bevel gear set and the roll sensing means consisting of a rotating shaft which is drawn from both sides of the bevel gear set and connected to the connecting connector protruding from the front and rear of the wheel carrier of each wheel, respectively Device. delete The suspension device of claim 1, wherein the vertical member is disposed with its upper end inclined outwardly with respect to the lower end with respect to the vertical centerline of the vehicle body. The vehicle suspension apparatus according to claim 1, wherein a rack is formed below the central portion of the horizontal member and is operated by a roll sensing means. delete The bevel gear set of claim 1, further comprising: a side pinion gear driven by the rotation shaft on both inner sides of a case having a worm formed on an outer circumferential surface thereof; Suspension device of the vehicle, characterized in that the pinion gear is meshed to the front, rear of the side pinion gear, rotatably fixed to the case. The suspension device according to claim 1, wherein the rotation shaft is connected to the connector of the wheel carrier so that both ends are bent at right angles to each other in a mutually opposite direction so that the front end portion thereof can rotate according to the vertical motion displacement of both wheels.