KR100580486B1 - Suspension having double function element in vehicle - Google Patents

Abstract

The present invention relates to a suspension device for a vehicle having a dual action element, and to achieve two functions using one component to reduce the components of the suspension device to increase the structural design freedom of the vehicle.

The present invention for achieving the above object is, the shock absorber (1) and one end is mounted to the knuckle portion of the wheel (W) and the other end is mounted to the vehicle body portion to attenuate the vibration of the up and down direction received from the road surface while driving and The lower arm (2) controls the movement of the wheels by connecting the wheels in the transverse direction with the wheels and supporting external forces in the front and rear directions of the wheels. Stabilizers (3) and the both ends are fixed to the lower arm (2), while fixing both sides via the fixed end (4) on the subframe (S) while crossing the vehicle width to improve While being fixed on the subframe (S), the stabilizer (3) can be linearly moved in the vehicle width direction, and a constrained fixing end (5) for spline coupling its central portion to restrain axial rotation. It is done.

Description

Suspension having double function element in vehicle

1 is a block diagram of a suspension device for a vehicle having a dual action element according to the present invention;

2 (a), 2 (b) are cross-sectional views of stabilizers with dual action elements according to the present invention;

Figure 3 is a stabilizer function operating state of the suspension according to the invention

Figure 4 is a spring function operating state of the suspension according to the invention

    <Description of Symbols for Main Parts of Drawings>

1: Shock absorber 2: Lower arm

3: Stabilizer 3 ': Outer bar

3 ": inner bar 3a ': fixed end

3a ", 5b ', 5c': Spline 3b ': Clearance

4: fixed end 5: restraint fixed end

5a: Fastening flange 5b, 5c: Moving restraint

F: Vertical external force FS: Sliding force

L: separation space M: bending force

S: Subframe T: Torsional Force

W: Wheel

The present invention relates to a vehicle suspension device, and more particularly, to a vehicle suspension device having a double action element to provide a dual function to the stabilizer to reduce the components while ensuring a wider space of the vehicle body.

In general, while the vehicle is subjected to vibration accompanied by noise from the unevenness of the road surface, the vehicle body is shaken. A suspension device is installed to improve the riding comfort while preventing this, and is a means for absorbing vibration generated from the road surface. It primarily acts to mitigate through the wheels and to dampen large vibrations transmitted through the wheels.

In other words, the suspension system connects the axle to the body through the sash spring, alleviates the shock from the road surface while driving, absorbs the free vibration of the sash spring through the shock absorber, and attenuates the vibration in the up and down directions. The upper arm connects the wheel to the vehicle body in the lateral direction, and supports the external force in the front and rear lateral directions of the wheel to control the movement of the wheel, and the vehicle shakes to the left and right through the stabilizer. It is composed of a device that prevents tilting and improves steering stability of the vehicle.

At this time, the stabilizer is a suspension device that is used to improve the ride comfort of the vehicle, the centrifugal force is tilted while turning the load of the vehicle body when turning, it is a kind of torsion bar to maintain the equilibrium of the vehicle body to prevent this It will play the role of.

The STABILIZER is a solid bar or hollow type that suppresses the relative displacement of the left and right wheels by using the rotational rigidity of the material, that is, it does not work when both wheels are raised and lowered at the same time, but the left and right wheels are reversed. When moving in the direction (when the car rotates), it is twisted to reduce the relative displacement of the left and right wheels to stabilize the vehicle posture and improve the vehicle driving force and torque.

However, such a suspension device has its own functions, and as a result, all components of the suspension system (lower upper arm, shock absorber, chassis spring, stabilizer) must be used. Since the mounting space must be secured, there are limitations in generating constraints in terms of vehicle structure.

Accordingly, the present invention has been made in view of the above, and has an object to increase structural freedom of design of a vehicle by reducing two components by implementing two functions using one component.

The present invention for achieving the above object is a shock absorber that is mounted on the knuckle portion of the wheel and the other end is mounted to the vehicle body portion to attenuate the vibration in the up and down direction received from the road surface while driving;

Lower arm that controls the wheel movement by connecting the wheel to the vehicle body in the lateral direction and supporting external force in the front and rear of the wheel,

A stabilizer that fixes both sides of the lower arm to the lower arm and is fixed to the lower arm while traversing the width of the vehicle to prevent left and right side shaking.

It is fixed on the subframe characterized in that the stabilizer is a linear movement in the vehicle width direction and a restrained fixing end for spline coupling the central portion to restrain the axial rotation.

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

Figure 1 shows a block diagram of a suspension device for a vehicle having a dual action element according to the present invention, one end is mounted to the knuckle portion of the wheel (W) and the other end is mounted to the vehicle body portion received from the road surface while driving A shock absorber (1) for damping up and down vibrations, and a lower arm that connects the wheel to the vehicle body in the lateral direction and supports external forces in the front and rear transverse directions of the wheel to control the movement of the wheel ( 2) In order to prevent left and right shaking of the vehicle and to improve steering stability, both sides of the lower arm (2) are fixed to the lower arm (2) while crossing the vehicle width on the subframe (S). It is fixed on the stabilizer 3 and the subframe S, each of which is fixed at both ends thereof, and enables the linear movement of the stabilizer 3 in the vehicle width direction, and splines the center portion to restrain the axial rotation. (Spline) join Is made up of fixed end restraint (5).

Here, the stabilizer (3) is spaced apart space (L) that is separated from each other the center portion of the stabilizing arm (2) as the two ends are fixed to the lower arm (2), respectively, as shown in Figure 2 (a), (b) An outer bar 3 'which is splined to the restrained fixing end 5 with an inner diameter of the outer bar 3', and has an outer bar 3 relatively smaller in diameter than the free space 3b 'inside the outer bar 3'. Inner bar (3 ") integrally formed to pass through the separation space (L) of the '') and both ends of the outer bar (3 ') forming the separation space (L) is the inner bar (3") and the free space ( 3b ') has a relatively larger diameter than the outer bar 3', and a spline 3a ", Spline is formed on the outer circumferential surface thereof, and is composed of a fixed end 3a 'coupled with the restrained fixed end 5.

In addition, the restraint fixing end 5 includes a fastening flange 5a fixed to the subframe S by bolts and nuts, and an outer portion of the stabilizer 3 while being integrally formed with the fastening flange 5a. A moving restraint portion formed on its inner surface with splines 5b 'and 5c' coupled to the spline 3a "of the fixed end 3a 'at the same interval as the separation space L formed by the bar 3'. It consists of (5b, 5c).

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

Suspension system of the present application fully exhibits the function of a conventional suspension device, that is, the vibration of the up and down direction received from the road surface while driving the vehicle is alleviated through the shock absorber (1), and the wheels are connected to the vehicle body in the transverse direction Controlling wheel movement by supporting external force in front and rear wheels at the same time as zooming is fully operated through the lower arm (2), and also prevents vehicle left and right shaking to improve steering stability. The rolling control generated at the time is of course fully operated through the stabilizer (3).

At this time, the stabilizer 3 performs all of the inherent functions of the stabilizer 3 as well as the shock relief received from the road surface while driving, which is an action of the chassis spring surrounding the shock absorber 1. According to the posture change of the stabilizer (3) to function as a stabilizer (3) or to function as a chassis spring wrapped around the shock absorber (1).

The operation of the stabilizer 3 will be described first with reference to FIG. 3. The unique function of the stabilizer 3 will be described. A bump is generated in one wheel W during turning of the vehicle. If a rebound occurs in the other wheel W, the bump side lower arm 2 generates an upward bending force M while the rebound lower arm 2 The bending force M acting in the downward direction is generated.

Accordingly, the stabilizer 3 has an upward bending force M of the bump wheel W and a downward bending force M of the rebound wheel W acting on the lower arm 2 at which both ends thereof are fixed. By the torsional force (T) rotated in the clockwise direction is acted.

That is, the vertical external force F applied to the stabilizer 3 in the same direction in the opposite direction is slid to the stabilizer 3 fixed by the fixed end 4 and the restrained fixing end 5. While acting as FS), it causes deformation like chassis spring to exhibit rigidity, which is weaker than the torsional force T acting on the inner bar 3 "of the stabilizer 3 and thus relative Of course, the torsion force (T) is greatly generated.

In this way, the bending force (M) generated in the lower arm (2) is an inner bar formed with a free space (3b ') in the inner side of the outer bar (3') splined by the restrained fixing end (5) ( It acts as a torsional force (T) that twists 3 ") clockwise, thereby acting as a stabilizer (3) to stably hold the vehicle's posture by exhibiting rigidity when twisting the vehicle.

On the other hand, when the impact in the upward direction is applied to the vehicle and the vertical external force F in the upward direction acts on both the wheels W, as shown in FIG. 4, the lower arm fixed to the wheel W portion ( 2) the bending force M acting in the opposite direction to each other is generated in the upward direction, which is opposite to the outer bar 3 'of the stabilizer 3 whose ends are fixed to the lower arm 2, respectively. Direction torsion force (T) acts, while the inner bar (3 ') formed in the inner space of the outer bar (3') having a free space (3b ') due to the free space (3b') The force is relatively weak.

That is, the generation of the torsional force T of the outer bar 3 'is constrained by the restrained fixing end 5 to which the fixed end 3a' of the outer bar 3 'is splined and the other end of the torsional force T It is generated by the structure fixed to the lower arm 2, which is generated by the stabilizer (M) through the bending force (M) of the lower arm (2) to the vertical external force (F) acting as the wheel (W) Of course, 3) is twisted to generate stiffness to serve as a chassis spring to support the vehicle load.

As described above, according to the present invention, a stabilizer having both ends fixed to a wheel and a lower arm fixed to a vehicle body is formed in a double cross-sectional structure, and the torsion generator and the chassis are different from the torsion generating unit according to the external force applied during driving and turning. By implementing the spring action together, it is possible to reduce the components by not using the chassis spring that forms the suspension.

In addition, since the present invention does not use a chassis spring constituting the suspension, it is very advantageous for the package setting of the entire vehicle by eliminating the spring arrangement space, but a large number of components for spring mounting are removed, thereby achieving assembly process and cost reduction. Of course it works.

Claims (3)

One end is mounted on the knuckle part of the wheel (W) and the other end is mounted to the body part, and the shock absorber (1) which attenuates the vibration of the up and down direction received from the road surface while driving, and connects the wheel to the vehicle body in the transverse direction, At the same time, the lower arm (2) controls the movement of the wheel by supporting external force in the front and rear transverse directions of the wheel, and the subframe (S) while crossing the width of the vehicle to prevent steering of the vehicle to improve steering stability. In the above, the both ends are fixed through the fixed end 4, and the stabilizer 3 is fixed at both ends to the lower arm 2, and the stay is fixed on the subframe S. A constrained fixing end 5 which spline-engages its central portion to constrain the axial rotation while enabling linear movement in the vehicle width direction; The stabilizer (3), the outer bar is splined to the restrained fixing end (5) having a separation space (L) separated from each other while the two ends are fixed to the lower arm (2), respectively (3 ') and the inner bar integrally formed to pass through the separation space (L) of the outer bar (3') having a diameter relatively smaller as the free space (3b ') inside the outer bar (3') ( 3 ") and both ends of the outer bar 3 'forming the separation space L are relatively larger than the outer bar 3' with the inner bar 3" and the free space 3b '. A spline 3a "is formed on the outer circumferential surface while forming a diameter, and is composed of a fixed end 3a 'coupled to the restrained fixed end 5; The restraint fixing end 5 includes a fastening flange 5a fixed to the subframe S by bolts and nuts, and an outer portion of the stabilizer 3 while being integrally formed with the fastening flange 5a. A moving restraint portion formed on its inner surface with splines 5b 'and 5c' coupled to the spline 3a "of the fixed end 3a 'at the same interval as the separation space L formed by the bar 3'. (5b, 5c); Suspension for a vehicle having a dual action element, characterized in that consisting of. delete delete

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