KR100674137B1 - Actuator for active geometry control suspension system - Google Patents

Abstract

The present invention relates to an actuator of an Active Geometry Control Suspension System (AGCS). In particular, the rotational motion of the motor is changed into a linear motion by a worm and a worm wheel, and a spring is mounted to assist the rotational force of the motor. It relates to an actuator of an active geometry control suspension system that can reduce the size and capacity of a motor.

Active Geometry Control Suspension System, Actuator, Spring

Description

Actuator in Active Geometry Control Suspension System {ACTUATOR FOR ACTIVE GEOMETRY CONTROL SUSPENSION SYSTEM}

1 is a perspective view showing a conventional AGCS system,

Figure 2 is a perspective view showing a coupling structure of a conventional actuator and a control lever,

3 is a partial cross-sectional view of an actuator according to an embodiment of the present invention;

4 is a perspective view showing an actuator according to an embodiment of the present invention;

Figure 5 is a graph comparing the thrust of the actuator according to whether the spring is mounted when the rod advances in accordance with an embodiment of the present invention,

Figure 6 is a graph comparing the thrust of the actuator according to whether the spring is mounted on the return of the rod according to an embodiment of the present invention.

<Description of the symbols for the main parts of the drawings>

110: motor, 120: worm,

130: worm wheel, 132: projection,

134: lever, 140: spring,

150: rod, 160: housing,

162: through hole, 200: control lever.

The present invention relates to an actuator of an Active Geometry Control Suspension System (AGCS). In particular, the rotational motion of the motor is changed to linear motion by a worm and a worm wheel, and a spring is mounted to assist the rotational force of the motor. It relates to an actuator of an active geometry control suspension system that can reduce the size and capacity of a motor.

Suspension in automobiles is a device that exists between a vehicle body and a wheel and connects these two rigid bodies using a plurality of links. The suspension device is composed of a spring, a shock absorber, a trailing arm, a knuckle, and a control arm.

Such a suspension device firstly effectively blocks the irregular input of the road surface generated while driving the vehicle to provide a comfortable riding comfort of the occupant, and secondly, controls the vehicle body movement caused by the driver's driving behavior and the curvature of the road. Convenience should be provided, and third, the basic condition that the vertical load on the tire ground plane should be maintained at an appropriate level when driving on an irregular road surface should satisfy the basic conditions of ensuring the stability of the vehicle during turning and braking driving.

The Active Geometry Control Suspension System (AGCS) utilizes electrically actuated actuators to alter the geometry of the vehicle rear suspension and consequently increase the amount of roll steering on the turn, significantly improving vehicle handling. This is a system that functions. To solve the problem of the Toe Out tendency when turning the vehicle and the adjustment is inadequate, the rear wheel is led to Toe In when turning, and when the roll of the vehicle occurs. Improve steering stability.

The structure of the conventional AGCS system is disclosed in detail through the Patent Publication No. 10-2004-0075481, Patent Publication No. 2003-0017668 and the like.

The AGCS system mounts actuators on the left / side of the vehicle that can linearly move the rear link structure, and also mounts the vehicle speed and steering angle sensors on each of the four wheels and then detects them by the sensors. Configured to determine the behavior of the vehicle and the driving situation.

Among them, the suspension in the outer ring side of the vehicle is bumped by the load movement of the vehicle due to the roll behavior, and as a result, the actuator rotates the control lever.

That is, the toe angle of the outer wheel side of the vehicle is changed by the steering direction, thereby increasing the slip angle of the rear wheel and increasing the traction force, thereby performing stable cornering during rotation. Will be.

1 illustrates a typical conventional AGCS system.

1, the linear reciprocating motion of the actuator 10 is converted into the rotational motion of the control lever 30 through the yoke portion 20 of the control lever, which in turn is an assist arm of the control lever 30. , 40) is transmitted in the up and down linear motion of the fixed portion, so that by turning the assist arm (40) hard point, the roll steer amount (Toe In) of the rear outer ring side is much higher than when the AGCS does not operate when turning. In addition, it increases the rear cornering force at the time of turning and thus makes the vehicle characteristic tend to under steer, thereby improving handling performance. Reference numeral 50 denotes a knuckle.

2a and 2b separately show only the coupling portion of the actuator 10 and the control lever 20 of FIG.

2A and 2B, since the conventional system is coupled by the long hole 21 and the joint pin 22, the long hole 21 when the assembly tolerance occurs after assembling the actuator 10 and the control lever 30. The up and down tolerance was absorbed, and the deviation in the left and right directions was absorbed by the clearance between the snap pins 22.

However, when a twist occurs, it does not have a structure for absorbing it and making the operation of the control lever 30 smooth, and the long hole 21 structure is inserted into the long hole 21 and the long hole when the actuator is operated. There is a disadvantage that the wear due to the line contact of the pin 22 is not durable endurance.

In addition, in order to linearize the rotational movement by the motor inherent in the actuator, and to prevent reversal caused by the vehicle load, the actuator is equipped with a high resistance lead screw. Since the lead screw has a large resistance, the linear movement of the lead screw is performed. There is a problem in that the efficiency is low in converting the control lever to the rotational movement, and the volume of the motor is very large because the capacity of the motor is large.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and is an active geometry that can improve the durability of the disadvantageously long hole structure and significantly reduce the capacity and volume of the motor by using the difference in load load during operation and return. Its purpose is to provide an actuator of a control suspension system.

In order to achieve the above object, the actuator of the active geometry control suspension system of the present invention comprises a motor; A worm formed on the rotating shaft of the motor; A housing mounted to the motor; A worm wheel mounted inside the housing and engaged with the worm; Consists of a rod rotatably mounted to the worm wheel, the rod changes the rotational movement of the worm wheel to a linear movement.

A spring is mounted on the housing, and the spring is connected to the worm wheel.

In this case, the spring is preferably mounted in a compressed state.

In addition, the spring is preferably mounted so as to relax when the rod advances and to compress when the rod returns.

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

Figure 3 is a partial cross-sectional view of the actuator according to an embodiment of the present invention, Figure 4 is a perspective view showing an actuator according to an embodiment of the present invention.

As shown in Figures 3 and 4, the present invention includes a motor 110, a housing 160, a worm 120, a worm wheel 130, a rod 150, a spring 140, and the like. Is done.

The worm 120 is formed on the rotating shaft of the motor 110, and the housing 160 is mounted in the rotating shaft direction of the motor 110. That is, the worm 120 is disposed inside the housing 160.

A worm wheel 130 engaged with the worm 120 is mounted inside the housing 160, and the rod 150 is rotatably mounted to the worm wheel 130.

To this end, the rod 150 has holes formed at both ends thereof, and the worm wheel 130 has protrusions 132 formed thereon, so that the holes formed at one end of the rod 150 are mounted on the protrusion 132. The rod 150 is rotatably mounted.

At this time, the other end of the rod 150 is rotatably connected to the control lever 200 is connected to the assist arm (not shown).

The assist arm is connected to a knuckle (not shown), as described above in the prior art.

In addition, the rod 150 has a through hole 162 through which the rod 150 penetrates the housing 160 so as to be connected to the control lever 200 disposed outside the housing 160. Of course.

In this case, the through hole 162 serves as a guide for the linear motion of the rod 150.

In addition, the housing 160 is mounted with a spring 140, one end of the spring 140 is coupled to the housing 160, the other end is mounted to the worm wheel 130.

The other end of the spring 140 may be directly coupled to the worm wheel 130, or by attaching a separate lever 134 to the worm wheel 130 to couple the other end of the spring 140 to the lever 134. You may.

At this time, the spring 140 is preferably mounted in a compressed state.

That is, the spring 140 is mounted so as to relax when the rod 150 moves forward and to compress when the rod 150 returns.

'When the rod 150 is moved forward' refers to a case in which the rod 150 is operated in the direction of the control lever 200, that is, pushing the control lever 200. When returning, the rod 150 pulls the direction of the motor 110, that is, the control lever 200.

Hereinafter, the operation of the embodiment of the present invention having the above-described configuration will be described.

5 (a) is a graph illustrating a case in which the spring 140 is not mounted when the rod 150 is moved forward, and FIG. 5 (b) is a case in which the spring 140 is mounted when the rod 150 is moved forward. 6 (a) is a graph illustrating a case where the spring 140 is not mounted when the rod 150 is returned, and FIG. 6 (b) is a spring 140 when the rod 150 is returned. Is a graph showing the case where it is mounted.

When the motor 110 rotates forward, the worm 120 rotates, thereby rotating the worm wheel 130 engaged with the worm 120.

By the rotation of the worm wheel 130, the rod 150 is advanced and the compressed spring 140 is relaxed.

At this time, since the spring 140 is relaxed in a compressed state, the force by the elastic force of the spring 140 is added to the driving force by the forward rotation of the motor 110, as much as the force that the spring 140 assists The motor 110 requires a smaller capacity, so that the capacity of the motor 110 may be reduced than in the absence of the spring 140 to advance the rod 150.

That is, when a certain amount of actuator thrust is required, when the spring 140 is not mounted as shown in FIG. 5A, the thrust of the motor 110 becomes the thrust of the actuator.

However, as shown in FIG. 5B, when the spring 140 is mounted, the thrust of the actuator is the sum of the thrust of the motor 110 and the assist force by the spring 140, and thus, the motor 110. The thrust of is needed as little as the assist force by the spring 140.

The control lever 200 is rotated by the advancing of the rod 150, which is converted into a linear motion by an assist arm to move the knuckle to change the geometry of the suspension.

On the other hand, when the rod 150 is to be returned, the motor 110 rotates in reverse, thereby compressing the spring 140.

At this time, the spring 140 acts as a load, the thrust of the actuator is a value obtained by subtracting the force required to compress the spring 140 from the driving force by the reverse rotation of the motor 110.

That is, when a certain amount of actuator thrust is required at the time of return, when the spring 140 is not mounted as shown in FIG. 6 (a), the thrust of the motor 110 becomes the thrust of the actuator.

However, as shown in FIG. 6 (b), when the spring 140 is mounted, the thrust of the actuator is the thrust of the motor 110 minus the force required to compress the spring 140, and thus, the spring 140. ) Is mounted, the thrust of the actuator is smaller than when the spring 140 is not mounted.

However, since the system return load is relatively small at the time of return of the rod 150 as compared with the advancement of the rod 150, as shown in FIG. There is no problem since the remaining force minus the force required to compress the spring 140 from the thrust of the 110 can be returned with a large force margin even if the thrust of the actuator is used.

Therefore, by mounting the spring 140, it is possible to greatly reduce the capacity and volume of the motor 110.

As a result, a stable posture and running stability of the vehicle can be obtained by controlling an unstable posture caused by the toe-out generated when the vehicle is driven by the vehicle toe-in by driving the actuator.

The actuator of the active geometry control suspension system of the present invention is not limited to the above-described embodiment, and can be implemented in various modifications within the allowable technical spirit of the present invention.

According to the actuator of the active geometry control suspension system of the present invention as described above has the following advantages.

First, by using a worm, worm wheel and rod, it is possible to convert the rotational motion of the motor into linear motion, which is more efficient than the existing system because the lead screw with high resistance is unnecessary, and it is more efficient than the lead screw method. Since the burden is small, cost savings are effective.

In addition, since there is no wear due to line contact, the durability performance can be improved.

Second, by mounting a spring can reduce the capacity of the motor, thereby reducing the volume of the motor.

Third, the capacity of the motor can be reduced by mounting the spring in a compressed state and allowing the rod to relax when it is advanced and to be compressed when it returns.

Claims (4)

delete delete delete In the active geometry control suspension, which changes the geometry of the rear suspension of the vehicle to increase the amount of roll steering when turning, thereby improving handling performance. A motor; A worm formed on the rotating shaft of the motor; A housing mounted to the motor; A worm wheel mounted inside the housing and engaged with the worm; A rod rotatably mounted to the worm wheel to change the rotational movement of the worm wheel into a linear movement; Consisting of a spring mounted to the housing and connected to the worm wheel, The spring is, The spring is mounted in a compressed state, The actuator of the active geometry control suspension system, wherein the rod relaxes as it advances and compresses as the rod returns.

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