KR100726569B1 - Active geometry control suspension using single actuator in vehicle - Google Patents

Abstract

An active geometry control suspension using a single actuator is provided to drastically reduce the production cost of the AGCS(Active Geometry Control Suspension) by regulating two-side vehicle wheels at once and serving as the AGCS through one actuator. An active geometry control suspension using a single actuator comprises a suspension unit and a toe control unit(1). The suspension unit has a trailing arm, an upper control arm, and a thrust assembly. The trailing arm is disposed along the length of a vehicle body to be connected with a vehicle wheel through a carrier(C). The upper control arm is disposed along the width. The thrust assembly is formed with a spring and a shock absorber. The toe control unit has an actuator(2), first and second lead screws(5,6), an encoder unit(3), a limit switch unit(7), a control lever(9), and an assist arm(10). The actuator is controlled by an ECU(Electronic Control Unit) inputting signals of various sensors to generate the driving force. The first and second lead screws are rotated in opposite directions through a motor as the actuator to be moved toward left and right vehicle wheels(LW,RW). The encoder unit measures rotation angle of the motor in driving the actuator to measure displacement of the first and second lead screws. The limit switch unit outputs power according to displacement of the first lead screw to judge position of the first lead screw. The control lever is connected with the lead screws by intermediation of a link(8) to convert linear motion of the lead screws into angular motion. The assist arm adjusts toe angle by operating the carrier pulled/pushed along the angular motion of the control lever.

Description

Active Geometry Control Suspension using single actuator in vehicle}

1 is a block diagram of a control device using a single actuator of the active control suspension according to the present invention

2 is a detailed configuration diagram of a control signal generator according to the present invention

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

1: tow control means 2: actuator

2a: Amateur 2b: Commutator

3: encoder unit 3a: hole IC housing

3b: Encoder 3c: Multipolar Magnet Magnet Disc

4: Motor shaft 5,6: 1st and 2nd lead screw

5a, 6a: Lead screw shaft 5b, 6b: Moving rod

5c, 6c: Rod housing 7: Limit switch unit

7a: limit sensor 7b: ring magnetic

7c: Retainer 7d: Spacer

8: link 9: control lever

10: assist arm

C: Carrier

LW: left wheel RW: right wheel

The present invention relates to an active control suspension, and more particularly, to an active control suspension that can control both wheels using a single actuator.

In general, in addition to the impact on the road surface, various forces such as driving force, braking force, and centrifugal force act simultaneously to bump and bouncing vibrations in the up and down direction of the vehicle, and the vibrations to the left and right sides of the vehicle. ), Vibrating surging before and after the vehicle, yawing rotating around the upper and lower axes, pitching rotating around the left and right axes, and the front and rear axes Vibration such as rolling, which rotates around the center, is received.

Accordingly, as a means for absorbing vibrations generated from the road surface, the suspension device is primarily used to alleviate the large vibrations transmitted through the wheels as well as to alleviate the vibrations and ride comfort of the vehicle body. This suspension system is connected between the vehicle body and the wheel while supporting the external force acting in the up and down direction by using the spring and the pull-up server, and in the other direction appropriately balanced the high rigidity and flexibility It performs a function to mechanically balance the relative movement between the wheels.

In addition, since both front and rear wheels equipped with suspension must satisfy the basic condition of ensuring the maneuverability and stability when driving the vehicle, in general, the turning outer wheel in the case of the front wheel to induce an understeer during the turning of the vehicle (Bumped side) gives Toe-Out, turning inner ring (rebound side) gives Toe-In, and for rear wheels, turning outer ring (bumped side) gives toe-in ( Toe-In and the turning inner ring (rebound side) give Toe-Out to maintain stability.

However, if the toe angle is changed in this way, the change of the toe angle increases during bump and rebound, and the straight stability deteriorates. In particular, the turning outer ring of the rear wheel suddenly becomes overbound as it rebounds and moves toward the toe-out side during turning braking. This tends to oversteer, which impairs the stability of the vehicle so that the toe-in and toe-out are properly applied to the front and rear wheels as the vehicle's driving condition changes. Not only braking stability but also turning stability must be improved at the same time.

As an example to achieve this, an active control suspension (AGCS) is used, which uses an electrically actuated actuator to change the geometry of the rear suspension and consequently when turning, By increasing the degree of roll steer, it will greatly improve the handling performance of the vehicle.

In other words, the amount of roll steer on the rear outer ring (that is, toe in) is generated much more than when the AGCS is not operating when turning, so that the rear cornering force at the time of turning Increasingly, the vehicle characteristics tend to be under steer, thereby improving handling performance.

However, this AGCS is basically using two actuators for the outer and inner ring control that operate independently to change the outer and inner wheels during turning with information on the current vehicle speed, steering angle and steering angular velocity. Must be done, which in turn leads to an increase in the cost of the actuator.

Accordingly, the present invention has been made in view of the above, and an object thereof is to implement an AGCS function while simultaneously controlling both wheels using one actuator, thereby greatly reducing the AGCS manufacturing cost.

The present invention for achieving the above object, the active control suspension and the trailing arm arranged in the longitudinal direction of the vehicle body, one end is connected to the wheel (W) through the carrier and the upper control arm and spring disposed in the vehicle width direction and A suspension device composed of a strut assembly composed of a shop-over;
An actuator that is controlled by an ECU that receives signals from various sensors according to a vehicle driving state, and a first and second lead screw that is rotated in opposite directions through a motor, which is the actuator, to be moved toward the left and right wheels, respectively. An encoder unit that measures the displacement of the first and second lead screws by measuring the rotational angle of the motor when the actuator is driven, and generates an output according to the displacement of the first lead screw to determine the position state of the first lead screw. Limit switch unit, a control lever which is connected to the first and second lead screws via a link to convert linear motion of the first and second lead screws into angular motion, and the carrier is pulled or pushed out in accordance with each movement direction of the control lever. Tow control means consisting of an assist arm for operating the toe angle to operate;
Tow control means consisting of; characterized in that consisting of.

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

1 is a block diagram of a control device using a single actuator of an active control suspension according to the present invention, the AGCS (Active Geometry Control Suspension) of the present invention once through the carrier (C) toward the wheel (W) The suspension system comprises a trailing arm arranged in the longitudinal direction of the connected body, an upper control arm arranged in the vehicle width direction, a strut assembly composed of a spring and a shock absorber, and a signal using various sensors according to driving conditions of the vehicle. Tow that drives the actuator and pulls the carrier C provided on the left and right wheels (LW and RW) inward or pushes it outward to simultaneously adjust the toe angle of the left and right wheels (LW and RW) when turning. Control means (1).

In this case, the tow control means 1 is controlled by an ECU that receives signals from various sensors according to a vehicle driving state, and generates a driving force. The tow control means 1 is left and right according to the driving of the actuator 2. The first and second lead screws 5 and 6 moving toward the wheels LW and RW and the first and second lead screws 5 and 6 are connected to each other via a link 8 to form the first and second lead screws ( An assist arm for adjusting the toe angle by manipulating the carrier C while being pulled or pushed out in accordance with the direction of movement of the control lever 9 and the control lever 9 for converting the linear motions of 5 and 6 into the respective motions ( 10).

At this time, the actuator 2 is a motor composed of an armature 2a and a commutator 2b so as to be rotated according to a control signal of the ECU, and the armature 2a and the commutator 2b are formed of a first and second lead screw 5, The motor shaft 4 which transmits the driving force to 6) is penetrated.

In addition, the first and second lead screws (5, 6) is terminated while moving linearly wrapped around the lead screw shaft (5a, 6a) and the lead screw shaft (5a, 6a) receiving the rotational force from the motor shaft (4) It consists of moving rods 5b and 6b to which the link 8 is fastened to the site and rod housings 5c and 6c to surround and accommodate the moving rods 5b and 6b.

At this time, since the first and second lead screws 5 and 6 are connected to the motor shaft 4 which rotates only in one direction, when the first lead screw 5 is rotated forward, the second lead screws 6 are rotated. It is made to reverse rotation.

On the other hand, the tow control means 1 is provided with a control means for accurate position control during operation, as shown in Figure 2, that is, to implement the function of confirming the initial position of the motor when driving the actuator (2) Encoder unit 3 for measuring the rotation angle and estimating the displacement of the first and second lead screws 5 and 6, and the displacement required for the control of the toe angle according to the position of the carrier C when starting operation. It is composed of a limit switch unit 7 which generates the position state of the first lead screw 5 as an output according to the movement displacement so as to implement the accuracy and the fail-safe function.

Herein, the encoder unit 3 rotates together with the hole IC housing 3a surrounding the commutator 2b constituting the actuator 2 while the hall IC is incorporated, and the motor shaft 4 is rotated. And a multi-pole magnet disk 3c for generating a pulse signal at the hall IC and an encoder 3b for counting the pulse signal generated at the hall IC to measure the rotation angle of the motor shaft 4. Is made of.

At this time, the signal of the encoder unit 3 is transmitted to the ECU to determine the degree of movement of the first and second lead screws 5 and 6 according to the rotation angle of the motor shaft 4 when the toe control means 1 operates. Of course, it is used to confirm.

In addition, the limit switch unit 7 is moved together in accordance with the movement of the limit sensor (7a) and the first lead screw (5) for measuring the movement position of the first lead screw 5 that is linearly moved in three steps It consists of a ring magnetic 7b which is fixed using the retainer 7c and outputs a waveform according to the position with the limit sensor 7a, and a spacer 7d which constrains the position of the retainer 7c.

Here, the three stages measured by the limit sensor 7a are classified into a stage O: a neutral position, an LH stage: a position moved toward the left wheel, a RH stage: a position moved toward the right wheel, and the O stage is a switch. The LH and RH stages use latch-type Hall ICs, while the output waveforms are formed differently as shown in FIG. .

In addition, the ring magnetic (7b) is to use a permanent magnet.

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

According to the present invention, when the vehicle attitude changes such as bumps, rebounds, and turnings during driving of the vehicle, it is necessary to adjust the toe angles of the left and right wheels (LW, RW) to maintain a more stable driving state. 1) is activated. That is, as shown in FIG. 1, when the measurement signals for the vehicle speed, steering acceleration, and steering angle are compared with the data previously inputted by the ECU, it is determined whether the toe angle needs to be changed along with the change in the driving state of the vehicle. The ECU transmits a control signal (a signal for towing-in or towing-out the wheel W) to the actuator 2.

Subsequently, the motor which is the actuator 2 receiving the control signal of the ECU rotates forward or reversely, and the first and second lead screws 5 respectively connected to the motor shaft 4 with respect to the rotation of the actuator 2. When 6 is rotated in the opposite direction, that is, when the first lead screw 5 is rotated forward, the second lead screw 6 is reversely rotated.

As such, when the first and second lead screws 5 and 6 are rotated in opposite directions, respectively, the control lever 9 coupled via the link 8 is moved in each motion, that is, for example, of the left wheel LW. When the carrier C is pulled, the control lever 9 is rotated to be pulled inward, and when the carrier C of the right wheel RW is pushed, the control lever 9 is rotated to be outward, and accordingly The assist arms 10 to which the control lever 9 is fixed respectively pull the carrier C of the left wheel LW inwards and push the carrier C of the right wheel RW outwards, respectively. The toe angles of LW and RW are adjusted.

Accordingly, the toe angle of the wheel which improves the steering stability during driving, particularly when turning, is adjusted according to the driving state of the vehicle.

On the other hand, the tow control means 1 of the present invention is the ECU to drive the actuator 2 in the initial operation or when the toe angle adjustment is changed in accordance with the change in the vehicle running state, the encoder unit ( 3) and the limit switch unit (7) to determine the state of the tow control means (1) to operate.

That is, the encoder unit 3 measures the rotation angle of the actuator 2 and transmits it to the ECU. For example, when the actuator 2 is driven and the motor shaft 4 rotates, the encoder unit 3 is rotated. As shown, the Hall IC (Hall-IC) provided in the hole IC housing 3a surrounding the commutator 2b constituting the actuator 2 is rotated together with the motor shaft 4 3c. A pulse signal is generated at the Hall IC according to the rotation of the encoder, and the encoder 3b counts and transmits the pulse signal generated at the Hall IC to the ECU.

Accordingly, the ECU determines the rotation angle of the motor shaft 4 through the pulse signal of the hall IC counted by the encoder 3b, which causes the ECU to operate the toe control means 1. It is used as a criterion for precisely controlling the actuator 2 in a state in which the degree of movement displacement of the first and second lead screws 5 and 6 is accurately estimated and judged when it stops.

In addition, as shown in FIG. 2A, the limit switch unit 7 adjusts the degree of movement of the first lead screw 5 in which the limit sensor 7a is axially moved in accordance with the driving of the actuator 2. It is divided into three stages, which are the O stage (neutral position) and LH stage (to the left wheel side) in the limit sensor 7a according to the movement degree of the ring magnetic 7b moved together with the first lead screw 5. Waveforms for the moved position) and the RH stage (the position moved toward the right wheel).

As shown in FIG. 2 (b), the output waveforms of the three-stage output waveforms of the limit sensor 7a are different according to each stage, so that the ECU accurately determines the movement state of the first lead screw 5. Since the ECU is used to accurately control the driving degree of the actuator 2 when the toe control means 1 operates, the toe angle of both wheels is optimally adjusted according to the driving state of the vehicle. Steering stability is maintained.

As described above, according to the present invention, it is possible to adjust the toe angles of both wheels that need to operate the driving force generated in the actuators to be opposite to each other, so that only one actuator used for the toe angle adjustment can be used. In addition, by controlling the left and right wheels simultaneously, the adjustment stability can be improved.

Claims (9)

A suspension device comprising a trailing arm disposed in the longitudinal direction of the vehicle body, one end of which is connected to the wheel W through the carrier C, an upper control arm disposed in the vehicle width direction, and a strut assembly including a spring and a shock absorber; The actuator 2, which is controlled by an ECU that receives signals from various sensors according to the driving state of the vehicle, generates a driving force, and is rotated oppositely through the motor, which is the actuator 2, to the left and right wheels LW and RW. Encoder unit for measuring the movement displacement of the first and second lead screws (5,6) by measuring the rotation angle of the motor when the first and second lead screws (5,6) and the actuator (2) are moved. 3) a limit switch unit 7 for generating an output according to the displacement of the first lead screw 5 so as to determine the positional state of the first lead screw 5, and the first and second lead screws 5, 6) in accordance with each movement direction of the control lever 9 and the control lever 9 for converting the linear movement of the first and second lead screws 5, 6 into angular movements by connecting the link 8 with a medium; A toe made up of assist arms 10 for adjusting the toe angle by manipulating the carrier C while being pulled or pushed out. Control means (1); Active control suspension using a single actuator, characterized in that consisting of. delete The lead screw shafts 5a and 6a of claim 1, wherein the first and second lead screws 5 and 6 receive rotational force from the motor shaft 4 and rotate in opposite directions. 5a, 6a is wrapped in a linear movement while the link (8) is fastened to the end portion of the moving rods (5b, 6b) and the rod housing (5c, 6c) wrapped around the receiving rods (5c, 6c) Active control suspension using single actuator. delete 2. The encoder unit (3) according to claim 1, wherein the encoder unit (3) includes a Hall IC housing (3a) surrounding the commutator (2b) constituting the actuator (2) while the Hall IC is incorporated therein, and the motor shaft (4) rotates. The rotation angle of the motor shaft 4 is measured by counting the multi-pole magnet disk 3c and the pulse signal generated by the Hall IC, which are rotated together to generate a pulse signal in the Hall IC. Active control suspension using a single actuator, characterized in that consisting of an encoder (3b). The limit switch unit (7) according to claim 1, wherein the limit switch unit (7) moves together with the limit sensor (7a) for measuring the movement position of the first lead screw (5) which is linearly moved, and the first lead screw (5). An active control suspension using a single actuator, characterized in that it is fixed using a retainer (7c) is made of a ring magnetic (7b) for outputting a waveform according to the position with the limit sensor (7a). 7. The limit sensor (7a) according to claim 6, wherein the limit sensor (7a) is measured in three stages: a step O: neutral position, LH step: the position moved to the left wheel, RH step: the position moved to the right wheel Active control suspension using actuator. 8. The active control suspension system according to claim 7, wherein the step O uses a switch-type Hall IC, and the LH and RH steps use a latch-type Hall IC. . 7. The active control suspension according to claim 6, wherein the ring magnetic (7b) is a permanent magnet.

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