KR100507096B1 - Suspension system for vehicles - Google Patents

Abstract

By increasing the stable bump toe with little change in the camber, toe and tread, it increases the understeer stably during turning, improving driving stability and minimizing the driving torque of the actuator required for control, thereby using a relatively small actuator To provide a vehicle suspension that can contribute to cost reduction as well as cost reduction;

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

A suspension device for a vehicle is provided between a vehicle body side end of one of the control arms and a vehicle body in which a control control mechanism capable of bump toe control using a watt linkage characteristic is arranged.

Description

Suspension of car {SUSPENSION SYSTEM FOR VEHICLES}

The present invention relates to a suspension system for a vehicle, and more particularly, to a suspension system for a vehicle, in which a tow state of a wheel is ideally changed according to current vehicle driving conditions, so that it is possible to improve riding comfort and maintain optimum driving stability. .

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 matching the high rigidity and flexibility, it performs a function to mechanically match the relative movement between the vehicle body and the wheel.

The suspension system effectively blocks irregular input of the road surface generated while driving the vehicle, providing a comfortable ride to the occupant, and provides driving convenience by appropriately controlling the shaking of the vehicle body caused by the driver's driving behavior and the curvature of the road surface. In the case of driving on irregular roads, the vertical load on the tire ground surface should be maintained at an appropriate level to satisfy the basic conditions of ensuring the maneuverability and stability of the vehicle during turning and braking.

In order to satisfy this condition, the attitude of the wheels due to the geometry of the suspension device is very important. In particular, the tow has a great influence on the straightness and turning safety of the vehicle.

Accordingly, as a means for ideally changing the tow change, conventionally, a tow control mechanism is disposed inside the lower control arm as shown in FIGS. 7 and 8.

That is, the lower front and rear portions of the wheel carrier 202 rotatably supporting the wheel 200 are connected to the vehicle body through the lateral link 204 and the toe link 206, and the wheel carrier 202 The upper portion connects the upper control arm 208 to the vehicle body, and the front side portion of the wheel carrier 202 is connected to the vehicle body via a trailing arm 210 disposed in the vehicle body direction.

In addition, the rotating link 212 is connected to the vehicle body side end of the tow link 206, and the inner end of the rotating link 212 is connected to a vehicle body not shown, and the rotating link 212 thereof according to the driving state of the vehicle. The actuator 214 which can be rotated was arrange | positioned.

Accordingly, by adjusting the point A connecting the tow link 206 and the rotational link 212 up and down according to the driving conditions of the vehicle, the tow change is made.

In other words, by keeping the position of the A point relatively low during normal driving and reducing the tow change during bumping, the straight stability is ensured and when turning, the A point of the turning outer ring is relatively high to increase the toe in bumping. As a result, the understeer is increased to improve running stability.

However, in the case of raising the point A in the tow control process in the suspension device as described above, as shown in FIG. 8A, the rotational trajectory of the link at which the point A is raised based on the point C is rotated. Pull A point inward.

Then, since the end of the tow link 206 is pulled by M, positive camber is generated, and in plan view, toe out occurs as shown in FIG.

As such, when the toe-out occurs, the driving performance is rather deteriorated due to the oversteer generation, and the tow and camber are traded during the control, so that the driving torque of the actuator 214 necessary for the control is required.

Therefore, the present invention has been invented to solve the above problems, the object of the present invention is to increase the stable stable toe bumps with little change in the camber, toe, tread, stable stably increasing the under-steering driving stability It is to provide a suspension that can improve the.

In addition, by minimizing the driving torque of the actuator required for control, it is possible to reduce the cost as well as reduce the cost by using a relatively small actuator, and stably control without discontinuity caused by the control, thereby improving the riding comfort. In providing a suspension device.

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

A suspension device for a vehicle is provided between a vehicle body side end of one of the control arms and a vehicle body in which a control control mechanism capable of bump toe control using a watt linkage characteristic is arranged.

The control control mechanism capable of performing the bump toe control includes: a vertical link having a predetermined length and connected in a longitudinal direction (garage direction) to the vehicle body side end portion of the control arm; A body side horizontal link having a wheel side end connected to an upper end of the vertical link and a body side end connected to a vehicle body; A wheel side horizontal link having a vehicle side end connected to a lower end of the vertical link, and a wheel side end connected to a vehicle body; It provides a suspension device for a vehicle comprising an actuator arranged to rotate one of the horizontal link.

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 an electronically controlled system diagram for operating the suspension according to the present invention. In the electronic control unit (ECU), the vehicle speed sensor, the steering angle sensor 4, and the current vehicle speed, the steering acceleration, and the steering angle are used. It receives the signal for and compares the signal with the previously input data to control the wheel alignment driver 6 mounted on the suspension.

The vehicle speed sensor 2 and the steering angle sensor 4 of the sensing means are not limited thereto, but the minimum necessary to explain the present invention, and the wheel alignment driver 6 refers to an actuator.

The configuration of the suspension device of the present invention controlled by the control system is as shown in FIG.

The wheel carrier 12 rotatably supporting the wheel 10 is connected to a vehicle body not shown by the upper control arm 14 and the front and rear lower control arms 16 and 18 and the trailing arm 20. do.

The upper control arm 14 is formed of an A-shape, and a tip portion thereof is connected to an upper portion of the wheel carrier 12, and the front and rear lower control arms 16 and 18 have a predetermined interval before and after the vehicle width direction. It is arranged to connect the lower portion of the wheel carrier 12 and the vehicle body.

And the trailing arm 20 is arranged in the longitudinal direction of the vehicle body and connects the front portion of the wheel carrier 12 with the vehicle body, and the upper and lower control arms 14, 16, 18 and the trailing arm ( Each connection portion of 20) is provided with a rubber bush having a suitable elastic force so that the vertical movement of the wheel 10 according to the road surface and the operating conditions can be made flexible.

In addition, the wheel carrier 10 is provided with a cushioning means (not shown) between the vehicle body to mitigate the shock and vibration input in the vertical direction, the shock and vibration input in the other direction is applied to the elastic force of the rubber bush By being absorbed flexibly and properly harmonized, it is to perform the function of mechanically harmonizing the relative movement between the vehicle body and the wheel.

In this suspension device, the present invention arranges a control control mechanism (WL) using Watt Linkage characteristics between the inner end of the rear lower control arm 18 and the vehicle body.

That is, as shown in Figs. 2 and 3, the middle portion of the longitudinal link 30 having a predetermined length is connected to the inner end of the rear lower control arm 18, and the upper and lower ends of the vertical link 30 are respectively. Horizontal links 32 and 34 are connected, and the body side horizontal link 32 connects a wheel side end to an upper end of the vertical link 30, and connects a body side end to a vehicle body, and simultaneously the horizontal body side horizontal link. (32) is connected to an actuator 36 capable of rotating.

The wheel side horizontal link 34 connected the vehicle body side end to the lower end of the vertical link 30 and the wheel side end to the vehicle body.

In the above, the rear lower control arm 18, the vertical link 30, the two horizontal links 32 and 34, and the connecting portions 40, 42, 44, 46 and 48 for connecting the vehicle body, respectively, Of course, the rubber bush is interposed to add elasticity suitable for the operation of each link so that the operation can be performed flexibly.

In addition, the actuator 36 forms the wheel alignment control driver 6, and is formed of a motor such that the upper horizontal link 32 rotates up and down with respect to the vehicle body connection part 44 according to the rotational direction thereof. .

In the watt linkage, as shown in FIG. 4, the lengths of the body-side horizontal link 32 and the wheel-side horizontal link 34 are a and b, and the intermediate connection portion 40 and the upper side of the vertical link 30 are upper side. When the distance between the connection part 42 and the distance between the said intermediate connection part 40 and the lower connection part 46 are c and d, respectively, when each length line segment is axc = bxd, Since the intermediate connection portion 40 of the link 30 is moved vertically and vertically, no change in the bump toe occurs at all.

However, as shown in FIG. 5, when each length segment is set to a × c> b × d, the intermediate link portion 40 of the vertical link 30 moves to the wheel side when moving up and down. Since the center connecting portion 40 is moved to the wheel side, if the length component is set to a degree similar to the arc according to the movement trajectory of the rear lower control arm 18, the degree of bending the center connecting portion 40 to the wheel side, The most ideal bump toe change will be realized.

That is, the above motion is obtained by the control control mechanism WL using the watt linkage characteristic.

As a result of the analysis by the multi-body dynamics model, it can be seen that the slope of the bump tow is increased in the conventional method and the method of the present invention, as shown in FIG. 6. As can be seen that the control is pushed to the toe out during the control, the present invention shows that the bump toe-in motion stably and purely with little toe change during the control, such as a solid line.

And as shown in Figure 6 (B), while the control is performed, the conventional actuator can be seen that the drive torque is relatively large, as shown by the dotted line, the present invention can be seen that the relatively small compared to the conventional as the solid line.

In Fig. 6A, the dashed-dotted line indicates a case where control is not performed.

As described above, according to the present invention, in a vehicle suspension system, a control control mechanism using a watt linkage characteristic is disposed at the inner end of the lower control arm, thereby providing stable bump toe with almost no change in camber, toe, and tread. By increasing, it becomes possible to stably increase understeer during turning to improve driving stability.

In addition, by minimizing the driving torque of the actuator required for control, it is possible to reduce the cost as well as reduce the cost by using a relatively small actuator, and stably control without discontinuity caused by the control, thereby improving the riding comfort. It is an invention.

1 is a control system block diagram of a suspension according to the present invention.

Figure 2 is a perspective view of the suspension according to the present invention.

Figure 3 is a two-dimensional view of the suspension device according to the present invention from the back.

4 and 5 are views for explaining the operating principle of the present invention.

Figure 6 (A) (B) is a graph showing the suspension device according to the present invention experimented with the change of the toe angle and the reaction force of the actuator.

7 is a perspective view showing an example of a conventional suspension device.

8A and 8B are diagrams for explaining a conventional problem.

Claims (5)

A wheel carrier rotatably supporting the wheel; An appropriate number of lower and upper control arms arranged in the vehicle width direction and connecting the lower and upper portions of the wheel carrier with the vehicle body side; In the suspension of a vehicle comprising a strut, Of the two lower control arms, bump toe control can be performed using the watt linkage characteristic between the body side end of the rear control arm and the vehicle body. A vertical link having a predetermined length and connected in a longitudinal direction (garage direction) to the vehicle body side end portion of the control arm; A body side horizontal link having a wheel side end connected to an upper end of the vertical link and a body side end connected to a vehicle body; A wheel side horizontal link having a vehicle side end connected to a lower end of the vertical link, and a wheel side end connected to a vehicle body; Suspension device of the vehicle comprising a control control mechanism consisting of an actuator arranged to rotate one of the horizontal link. delete delete The vehicle suspension apparatus according to claim 1, wherein a rubber bush is interposed between the lower control arm, the vertical link, the two horizontal links, and the vehicle body as necessary. The length of the vehicle body side horizontal link and the wheel side horizontal link are a and b, and the distance between the intermediate connecting portion and the upper connecting portion of the vertical link and the distance between the intermediate connecting portion and the lower connecting portion are respectively c. , d Suspension of a vehicle, characterized in that each length segment is set to a × c> b × d.