KR100674136B1 - Active geometry control suspension system - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an actuator of an active geometry control suspension system, and more particularly, to an active geometry control suspension system capable of assisting the rotational force of a motor by reducing the size and capacity of the motor by arranging an elastic member between the rod and the motor. It relates to an actuator.

Active Geometry Control Suspension System, Actuator, Spring

Description

ACTIVE GEOMETRY CONTROL SUSPENSION SYSTEM

1 is a cross-sectional view of a conventional active geometry control suspension system actuator.

2 is a perspective view of an active geometry control suspension system in accordance with a preferred embodiment of the present invention.

3 is an internal perspective view of FIG. 2;

4 is a plan view according to a preferred embodiment of the present invention.

5 is a target position / force graph when operating an active geometry control suspension system according to a preferred embodiment of the present invention.

6 is a target position / force graph upon return to an active geometry control suspension system in accordance with a preferred embodiment of the present invention.

** Description of symbols for the main parts of the drawing **

40: motor 41: rod

42: lead screw 43, 43a, 43b: limit sensor

44: encoder 45: housing

46: bearing 62: guide

700: spring

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an actuator of an active geometry control suspension system, and more particularly, to an active geometry control suspension system capable of assisting the rotational force of a motor by reducing the size and capacity of the motor by arranging an elastic member between the rod and the motor. It relates to an actuator.

ACTIVE GEOMETRY CONTROL SUSPENSION SYSTEM (AGCS) is a system that uses the electrically actuated actuator to change the geometry of the vehicle rear suspension and, as a result, increase the amount of roll steering when turning, significantly improving vehicle handling performance.

As an actuator of such an active geometry control suspension system, it is disclosed in Korean Laid-Open Patent Publication No. 2005-23866.

The electric actuator includes a DC motor 40 coupled to the rear end of the housing 45, a lead screw 42 rotatably coupled to the inside of the hollow hole 58 of the housing 45, and a lead screw 42. Nut screw 61 to be screwed, the rod 41 is installed in the nut screw 61 in the direction of the front end of the housing 45, coupled so as to linearly move, the limit sensor 43, the encoder 44, etc. It consists of.

One end of the lead screw 42 is coupled by the motor shaft 51 and the coupling 52 of the DC motor 40 so that the rotational movement of the DC motor 40 is transmitted to the lead screw 42. On the other hand, the nut screw 61 screwed with the lead screw 42 is moved in a linear direction in accordance with the rotational movement of the lead screw 42. The linear motion of the nut screw 61 linearly moves the rod 41 protruding in the direction of the front end of the housing 45. The linear motion of the rod 41 is a projection (not shown) projecting at one end of the rod 41 is slidingly coupled to the guide 62 provided at the lower end of the hollow hole 58, so that the rotational movement of the lead screw 42 is loaded. It is transmitted by the linear motion of (41). The lead screw 42 is pressed into the housing 45 via the bearing 46 and rotated in a fixed state, and the bearing 46 is fixed to the housing 45 by the bearing stopper 47.

A first opening 53 for mounting a circuit board on which the photo interrupter 48 is installed is formed at the upper end of the housing 45, and the photo interrupter 48 detects a toothed slit of the encoder disk 49 to generate an electrical pulse. Output The encoder disk 49 is installed and rotated on the motor shaft 51 of the DC motor 40.

In addition, a second opening 54 for mounting a circuit board on which the limit sensor 43 is installed is formed at an upper end of the housing 45, and the limit sensor 43 is formed at an initial position (retracted position) of the rod 41. It is installed in two places to limit the final position (drawed position). The limit sensor 43 is composed of two sensors 43a and 43b, and the sensors 43a and 43b detect light reflected by scanning light to the reflecting portion 43c provided at one end of the rod 41. do.

On the other hand, the rod stopper 59 is installed in the hollow hole 58 of the housing 45 in the rotational orthogonal direction at the starting position of the thread forming portion of the lead screw 42 to block the rod 41 from being pulled in any further. .

The mounting bracket 60 is coupled to the lower portion of the housing 45 so that the electric actuator 36 is easily fixed to one end of the rear cross member 31.

In the electric actuator 36 configured as described above, the motor shaft 51 rotates forward and backward by the driving of the DC motor 40, and the coupling 52 and the encoder disk 49 connected to the motor shaft 51 rotate. The rod 41 is linearly moved by the rotational movement of the lead screw 42 connected to the coupling 52. The linear displacement measurement of the rod 41 is measured by the ratio of the amount of rotation of the encoder disk 49 and the pitch size formed in the rod 41. At this time, the limit sensor 43 regulates the operating range of the rod 41 in a linear motion.

Accordingly, the electric actuator 36 is connected and fixed to the auxiliary link 38 to control the unstable posture caused by the toe-out generated when the vehicle is driven by the toe-in by the driving of the electric actuator 36 so as to control and drive the vehicle stably. Stability can be obtained.

On the other hand, the operation of the actuator 36 is designed to be controlled by sensors such as the limit sensor 43 and the encoder 44 mounted therein.

However, even if the operation of the actuator 36 is not controlled by the sensors 43 and 44 or the sensors 43 and 44 have stopped operating, the rod 41 crosses the operating section due to the rotational inertia of the lead screw 42. As it proceeds, the rod 41 collides with the housing 45 or the rod stopper 59 located at both ends of the operating section.

As such, the reason why the conventional actuator is configured by the lead screw 42 method is to prevent the actuator from being reversed by the load transmitted from the vehicle to the assist arm-> control lever-> actuator while driving and thus the lead screw 42 The efficiency is also set very low. This has the disadvantage that the motor capacity becomes very large.

The present invention has been made to solve the above problems, by providing an actuator of the active geometry control suspension system that can reduce the size and capacity of the motor by assisting the rotational force of the motor by disposing an elastic member between the rod and the motor. Its purpose is to.

An actuator of the active geometry control suspension system of the present invention for achieving the above object includes a motor, a lead screw rotated by the motor, a rod for converting the rotational movement of the lead screw into a linear movement, and advancing to the rod. It characterized in that it comprises an elastic member for applying an elastic force in the direction.

According to this configuration, the space occupied by the actuator is reduced by reducing the motor capacity.

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

For reference, among the configurations of the present invention to be described below, the same configuration as the prior art will be referred to the above-described prior art, and a detailed description thereof will be omitted.

FIG. 2 is a perspective view of the actuator of the active geometry control suspension system, and FIG. 3 is a perspective view showing the inside of the housing of FIG. 4 is a plan view of an actuator of an active geometry control suspension system according to a preferred embodiment of the present invention.

As shown in Fig. 2 to 4, the actuator of the active geometry control suspension system of the present embodiment is a motor 40, a lead screw 42 rotated by the motor 40, and the lead screw 42 It comprises a rod 41 for converting the rotational motion of the linear motion and the elastic member for applying an elastic force to the rod 41 in the forward direction.

The lead screw 42 is coupled to the shaft and coupling of the motor 40 so that the rotational movement of the motor 40 is transmitted to the lead screw 42.

In addition, a screw is formed on the outer circumferential surface of the lead screw 42.

On the other hand, the lead screw 42 is rotated in a fixed state by being pressed into the housing 45 through the bearing 46, the bearing 46 is preferably fixed to the housing 45 by a bearing stopper or the like.

The limit sensor 43 is installed to detect and limit the initial position (retracted position) and the final position (retracted position) of the rod 41. The limit sensor 43 may be applied in various ways. For example, the limit sensor 43 may be configured as a hall switch 43a that detects the polarity of the magnet 43b to grasp the position of the rod 41.

The rod 41 converts the rotational movement of the lead screw 42 to perform a linear movement in the front-rear direction. The linear movement is transmitted to the control lever to adjust the roll steering amount.

In this way, in order to convert the rotational motion into a linear motion, the rod 41 is formed with a nut screw to engage the lead screw 42 in the center.

The nut screw may be integrally formed with the rod 41 or may be separately formed and coupled to the rod 41.

As a result, the rod 41 is linearly moved in the front-rear direction in conjunction with the rotational movement of the lead screw 42.

On the other hand, the guide 62 is preferably provided to guide the forward and backward movement of the rod 41.

The elastic member exerts an elastic force in the forward direction on the rod 41 and is disposed between the rod 41 and the motor 40 by being disposed between the bearing 46 and the magnet 43b fixed to the housing 45.

As the elastic member, the coil spring 700 may be applied, and may be disposed to surround the lead screw 42.

Accordingly, the driving force of the motor 40 in the absence of the spring 700 should be designed in consideration of all the loads from the vehicle. However, as shown in FIG. 5, in the case of the spring 700, the spring 700 is There is an advantage that can reduce the capacity of the motor 40 as much as the assisting force.

In addition, since the vehicle load is very small when it is returned to the initial position, the spring 700 acts as a load to the driving force of the motor 40, but may be returned with a large capacity margin.

Furthermore, a pipe is formed in the housing 45 surrounding the lead screw 42 and the elastic member in the vertical direction on both sides of the front surface and in the horizontal direction on both sides of the bottom surface, so that the installation of the actuator to the vehicle body allows the bolts to pass therethrough, thereby making it easy to install. It is desirable to.

The operation of this embodiment having the above-described configuration will be described below.

In the actuator, an elastic member is disposed between the motor 40 and the rod 41. When the motor 40 rotates forward and the rod 41 moves to the operating position, the spring 700 assists the force so that the actuator capacity is increased. (40) the thrust force of the spring 700 plus the elastic force, on the contrary, when returning to the initial position, the spring 700 acts as a load by reverse the direction and the return force by the rotation of the motor 40, the actuator The capacity is obtained by subtracting the spring force of the spring 700 from the thrust of the motor 40.

Although the spring 700 elastic force acts as a load upon returning, as shown in FIG. 6, returning with a large load margin in spite of the spring 700 load because the load from the vehicle is relatively very small when returning. I can do it.

In addition, since the capacity of the motor 40 can be reduced as much as the auxiliary force of the spring 700 when the rod 41 operates, there is an advantage that the size and capacity of the motor 40 can be reduced. In addition, since the operating current is reduced, the capacity of the POWER element on the driving ECU can be simultaneously reduced.

As a result, the electric actuator is connected to the assist link and fixed to control the unstable posture caused by the tow-out generated when the vehicle is driven by the toe-in by the electric actuator, thereby obtaining stable posture control and driving stability of the vehicle.

In addition, since the pipe is integrally formed in the housing 45, the rigidity of the housing 45 becomes large.

As described above, although described with reference to a preferred embodiment of the present invention, those skilled in the art various modifications or variations of the present invention without departing from the spirit and scope of the invention described in the claims below Can be carried out.

According to the actuator of the active geometry control suspension system of the present invention as described above, there are the following effects.

An elastic member is provided to apply an elastic force to the rod in the forward direction, so that the capacity of the motor can be reduced as much as the auxiliary force of the elastic member during the rod operation, thereby reducing the motor size and capacity. In addition, the power element capacity of the driving ECU can be reduced at the same time, and the cost can be reduced by reducing the capacity of the actuator.

In addition, since the elastic member is disposed between the rod and the motor and inserted into the housing, the actuator can be kept compact since there is no space occupied additionally by the elastic member.

Furthermore, since the pipe is integrally formed in the housing, even if the spring continuously applies the elastic force inside the housing, the housing supporting the same is rigidly reinforced by the pipe, thereby preventing damage to the housing.

Claims (3)

motor; A lead screw rotated by the motor; A rod for converting the rotational motion of the lead screw into a linear motion; It includes an elastic member for applying an elastic force in the forward direction to the rod, Active geometry control suspension system, characterized in that for changing the geometry of the rear suspension by the linear movement of the rod. The method of claim 1, The elastic member is an active geometry control suspension system, characterized in that disposed between the rod and the motor. The method according to claim 1 or 2, Further provided with a housing surrounding the lead screw and the elastic member, The housing is an active geometry control suspension system, characterized in that the pipe is integrally formed.

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