KR102478299B1 - Suspension for racing vehicles with increased cornering stability by using rolling phenomenon - Google Patents

Abstract

A suspension device for a racing vehicle with increased cornering stability using a rolling phenomenon according to the present invention includes a vehicle frame having an inverted trapezoidal cross section; Front and rear wheels provided on the left and right front and rear sides of the vehicle frame; knuckles coupled between the vehicle frame and the left and right front wheels, respectively, to transfer the lateral rotational motion of the vehicle frame to the front wheels and to act as a vehicle steering; and an upper arm and a lower arm having one end respectively ball-jointed to the top and bottom of the knuckle and the other end pivotally coupled to the vehicle frame, wherein the other ends of the upper arm and the lower arm coupled to the vehicle frame are extended. When the center point (P) is positioned on the axis of the lower arm at the moment of virtually meeting, as rolling occurs when the vehicle makes a sharp turn, the front wheels are rotated in the opposite direction of the rolling, thereby improving the cornering stability of the vehicle.

Description

Suspension for racing vehicles with increased cornering stability by using rolling phenomenon}

The present invention relates to a suspension device of a racing vehicle, and more particularly, the moment an upper arm and a lower arm extending and meeting each other, connecting the upper and lower parts of a knuckle and a frame, the central point (P) is located on the axis of the lower arm A suspension device for a racing vehicle that significantly improves cornering stability so that the vehicle does not roll over in a sharp turn by changing the design so as to be changed so that the camber value of the wheel changes more in the opposite direction of the rolling as rolling occurs when the vehicle makes a sharp turn will be.

In general, the double wishbone suspension device used in the suspension device of a vehicle is located on the upper and lower sides compared to the power shaft 1, as shown in FIG. 1, and has an upper arm 2 and a lower arm formed in a “V” shape (3), an arm shaft (5) installed on the upper arm (2) and the lower arm (3) through the screw bush (4), and a torsion bar mounted on the lower arm (3) to act as a shock absorber It is composed of a spring and a knuckle 6 that is installed on the upper arm 2 and the lower arm 3 through a ball joint to enable vertical movement and rotational movement for steering.

Here, the connection between the upper arm 2 and the lower arm 3 should alleviate the impact generated during vehicle driving, maintain the position of the tire against external loads, and have a structure that allows smooth rotation of the wheels during steering do. In addition, in order to increase the driving performance of the vehicle, a structure that can appropriately adjust wheel alignment elements such as camber, caster, and toe given to the front wheel to a reference value is required.

In this type of suspension system, the camber or tread changes according to the length of the upper arm and lower arm, but it is impossible to change both sides. Even if the change is rather large, the change in the tread is small.

Since the suspension system is an important device that determines ride comfort and driving stability, it is necessary to consider the natural vibration of each part in considering the ride comfort. That is, the natural vibration of the vehicle according to the installation of the chassis spring can be considered, and the natural vibration of the vehicle appears as bouncing, pitching, rolling, and yawing.

Bouncing is the natural vibration in which the vehicle moves in parallel in the vertical direction, pitching is the natural vibration in which the vehicle rotates around the left and right axis, and rolling is the natural vibration in which the vehicle rotates around the front and rear axis. This is a natural vibration, and yawing is a natural vibration in which the vehicle rotates around a vertical axis.

Here, each of these vibrations is characterized in that they are not generated independently but necessarily overlapped. Among them, rolling is caused by the lateral force applied to the vehicle, and its size is is determined

As shown in FIG. 2, the center of gravity of a vehicle is usually located higher than the center of gravity (MP), so when the vehicle is rolled by the lateral force (F) applied to the center of gravity (GP), the vertical distance between the two points (L) becomes the length of the moment arm. That is, the rolling moment is determined by the product of the lateral force (F) and the vertical distance (L) between the two center points.

Therefore, as the position of the roll center point MP increases, the length of the moment arm decreases, so that the rolling moment due to the lateral force F decreases and the rolling of the vehicle decreases.

As shown in FIG. 3, the conventional double wishbone suspension device is upper arm 11 and lower arm 12 located on the upper and lower sides compared to the power shaft, and the upper arm through ball joints a and b. It consists of a knuckle 13 that is coupled to the upper and lower ends of (11) and the lower arm 12, respectively, and the central part is coupled to the wheel 14 to enable vertical movement and rotational movement for steering.

At this time, the upper arm body joint (c), which is the end of the upper arm 11 on the vehicle body, is at a higher position than the upper ball joint (a) connecting the upper arm 11 and the knuckle 13.

In the conventional double wishbone suspension structure configured as above, the roll center point can be obtained as follows.

If the upper arm 11 and the lower arm 12 are arbitrarily extended, the extension lines coincide at one point, and this intersection is the moment of the wheel 14 determined by the upper arm 11 and the lower arm 12 becomes the center point (P). The intersection point of the center axis CL of the vehicle and the line connecting the instantaneous center point P of the wheel 14 and the center of the bottom surface of the wheel 14 becomes the roll center point MP.

Therefore, rolling is generated by a rolling moment in which the vertical distance between the center of gravity and the roll center point MP, to which the lateral force F of the vehicle is applied, is used as a moment arm.

However, in the conventional double wishbone type suspension configured as described above, the lower arm and the upper arm have the same length, so that the knuckle and the wheel (front wheel) move in parallel with respect to the body frame.

Therefore, when the vehicle makes a sharp turn, the knuckle and the wheel are tilted in the direction in which the vehicle is pulled to one side by inertia along with the body due to the rolling phenomenon on the ground. There was a problem in that the cornering stability of the vehicle gradually deteriorated as the angle of the angle exceeded 90˚.

In particular, in the case of a racing vehicle in which the vehicle repeatedly performs sharp turns of sharp cornering, the cornering stability is momentarily collapsed by the rolling and the racing vehicle rolls over to the side, resulting in a risk of human life. there is

Utility Model Publication 2000-0000658 (2000.01.15. Publication)

Accordingly, the present invention was invented to solve the above problems. In the present invention, the center point P is the axis of the lower arm at the moment when the upper and lower arms extending and meeting each other connect the upper and lower parts of the knuckle and the frame. It is an object of the present invention to provide a suspension device for a racing vehicle with significantly improved cornering stability by changing the design so that the vehicle is positioned on a sharp turn, so that the camber value of the wheel changes more in the opposite direction to the rolling as rolling occurs when the vehicle makes a sharp turn. .

According to one embodiment of the present invention for achieving the above object, a vehicle frame having an inverted trapezoidal cross section; Front and rear wheels provided on the left and right front and rear sides of the vehicle frame; knuckles coupled between the vehicle frame and the left and right front wheels, respectively, to transfer the lateral rotational motion of the vehicle frame to the front wheels and to act as a vehicle steering; and an upper arm and a lower arm having one end respectively ball-jointed to the top and bottom of the knuckle and the other end pivotally coupled to the vehicle frame, wherein the other ends of the upper arm and the lower arm coupled to the vehicle frame are extended. As the central point (P) is located on the axis of the lower arm at the moment of virtually meeting when the vehicle turns, cornering stability of the vehicle is improved by rotating the front wheels in the opposite direction of the rolling as rolling occurs when the vehicle makes a sharp turn.

In addition, according to an embodiment, as rolling occurs when the vehicle makes a sharp turn, the camber value of the front wheels changes more in the opposite direction to the rolling than the rolling angle of the vehicle frame, thereby improving cornering stability of the vehicle.

In addition, according to one embodiment, the left and right upper arms and lower arms pivotally coupled to the vehicle frame rotate independently of each other according to the vertical movement of the front wheels on the road surface.

In addition, according to one embodiment, the knuckle has a “c” shape as a whole, and the upper arm of the “c” shape is longer than the lower arm.

In addition, according to one embodiment, the upper arm of the knuckle is characterized in that it is connected to the upper left and right corners of the inverted trapezoidal vehicle frame by the upper arm.

In addition, according to one embodiment, the upper arm is characterized in that the link coupling is inclined downward between the upper arm of the knuckle and the upper left and right corners of the vehicle frame.

In addition, according to one embodiment, the lower arm is characterized in that it has a double wishbone type SLA (Short Long Arms) longer than the upper arm.

In addition, according to one embodiment, the inclination of the lower arm is characterized in that within a maximum of 15 °.

In addition, according to an embodiment, the camber value is maintained at 90° so that uneven wear of the tire does not occur during straight driving before the front wheels are rolled.

In addition, according to one embodiment, the vehicle frame is characterized in that the width of the upper end of the inverted trapezoid is 300mm, the height is 60mm, and the width of the lower end is 220mm.

Also, according to one embodiment, the knuckle is characterized in that the upper arm is 90mm, the height is 150mm, and the lower arm is 50mm.

In addition, according to one embodiment, the upper arm and the lower arm are characterized in that each has a length of 105mm, 140mm.

As described above, the present invention changes the design so that the center point P is located on the axis of the lower arm at the moment when the upper arm and the lower arm connecting the upper and lower parts of the knuckle and the frame extend and meet each other, so that when the vehicle makes a sharp turn As rolling occurs, the camber value of the wheel changes more greatly in the opposite direction of the rolling, so that the cornering stability of the vehicle is greatly improved during a sharp turn, thereby preventing an accident in which the vehicle rolls over.

1 is a perspective view showing a conventional double wishbone suspension device
Figure 2 is a schematic plan view showing the center of gravity (GP) and the roll center point (MP) in FIG.
3 is a schematic view showing a vertical cross-sectional configuration of a conventional double wishbone suspension device;
4 is a front view of a racing vehicle to which the present invention is applied
Figure 5 is an enlarged view of the main part of Figure 4
6 is a schematic view showing a vertical cross-sectional configuration of a suspension device of a racing vehicle in which cornering stability is increased by using the rolling phenomenon of the present invention according to an embodiment.
7 is a view showing the behavior of each component of the racing vehicle according to the present invention when cornering
8a to 8d are views showing a state in which the left and right upper arms and lower arms according to the present invention are rotated independently of each other according to the vertical movement of the front wheels on the road surface;

Terms used in this specification are used only to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this specification, terms such as "comprise" or "having" to "include" are intended to indicate that there is a feature, number, step, operation, component, part, or combination thereof described in this specification, but one or other features, numbers, steps, operations, components, parts, or combinations thereof, or any combination thereof, is not precluded from being excluded in advance.

Unless otherwise defined herein, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs.

Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined in this specification, it should not be interpreted in an ideal or excessively formal meaning. Should not be.

Hereinafter, with reference to the accompanying drawings, a configuration and operating relationship of a suspension system of a racing vehicle 100 with increased cornering stability by using a rolling phenomenon according to the present invention will be described in detail.

4 is a front view of a racing vehicle to which the present invention is applied, FIG. 5 is an enlarged view of main parts of FIG. 4, and FIG. 6 is a vertical cross-section of a suspension system of a racing vehicle with increased cornering stability using the rolling phenomenon of the present invention. 7 is a schematic view showing the configuration according to an embodiment, and FIG. 7 is a view showing the behavior of each component of the racing vehicle according to the present invention when cornering.

Referring to the drawings, the suspension device of the racing vehicle 100 according to the present invention is first provided with a vehicle frame 160 having an inverted trapezoidal cross section.

According to the present invention, due to the nature of a micro racing vehicle in which only one driver (driver) can enter, the driver feels a lot of fatigue when driving for a long time due to a narrow and short boarding space. To compensate for this, the frontal design of the frame was made in the shape of an inverted trapezoid so that the driver's space can be used easily and the riding space can be felt wide.

Front wheels 110 and rear wheels 120 are provided on the left and right front and rear sides of the vehicle frame 160, respectively.

In addition, knuckles 130 are coupled between the vehicle frame 160 and the left and right front wheels 110, respectively, to transfer the lateral rotational motion of the vehicle frame to the front wheels 110 and to take charge of steering the vehicle 100. .

Here, the knuckle 130 has a “c” shape as a whole, but the “c” shaped upper arm 130a is formed longer than the lower arm 130b.

In addition, an upper arm 140 and a lower arm 150 are provided at the top and bottom of the knuckle 130, each having one end ball-jointed and the other end pivotally coupled to the vehicle frame 160.

More specifically, referring to FIG. 5, the suspension device of the racing vehicle according to the present invention has a smaller turning radius than the prior art of FIG. 3 when a moment acts on the front wheel 110 and the knuckle 130. The rotation angle of the front wheel 110 is designed to change more dynamically.

That is, compared to the prior art of FIG. 3 described above, the suspension device of the present invention of FIG. 6 has a larger change in camber value compared to the prior art when it is assumed that the moment of the same magnitude acts.

More specifically, referring to FIG. 6 , when the upper arm 140 coupled to the vehicle frame 160 and the other end of the lower arm 150 are extended, the central point P is the center point P of the lower arm 150 Since it is located on the shaft, it is understandable that the front wheels 110 are rotated in the opposite direction to the rolling direction by the rolling generated when the vehicle makes a sharp turn, thereby significantly improving the cornering stability of the racing vehicle.

8A to 8D are diagrams showing a state in which the left and right upper arms and lower arms according to the present invention rotate independently of each other according to the vertical movement of the front wheel on the road surface.

Referring to FIG. 8, an experimental racing vehicle was actually manufactured according to an embodiment of the present invention, and the cornering stability of the suspension system according to the present invention was tested under the following experimental conditions.

Condition 1. The inclination of the lower arm must be within 15˚ at most.

Condition 2. The wheel and knuckle should not exceed 90˚ in the rolling direction.

Condition 3. The camber angle should be 90˚ before rolling.

Condition 4. After rolling, the wheel and knuckle should tilt in the opposite direction of rolling.

Condition 5. Design to prevent side wear of tires when driving straight.

Design part specification of experimental vehicle frame top width 300mm Height 60mm bottom width 220mm knuckle upper arm 90mm Height 150mm lower arm 50mm wishbone upper arm 105mm lower arm 140mm

Referring to Table 1 and FIG. 8A, the structure of the vehicle frame 160 having an inverted trapezoidal cross section is improved by increasing the height of the knuckle 130 instead of reducing the overall height and lower width.

In addition, referring to FIG. 5, while the lower arm 150 is designed to be long, the upper arm 140 is designed to be short and manufactured in the form of a short long arms (SLA) double wishbone as a whole, and the upper end of the knuckle 130 It is designed to protrude as much as the length of the upper arm 140 shorter than the lower arm 150 so that the camber angle of the knuckle 130 can be maintained at 90° when stopping.

Accordingly, the overall width of the racing vehicle 100 could be set according to the lengths of the upper arm 140 and the lower arm 150, and the camber value before rolling could be determined according to the length of the knuckle 130, and the vehicle By setting the height of the frame 160 at least two times lower than the height of the knuckle 130, the inclination direction of the knuckle 130 after rolling could be adjusted.

Explanatory table of change before and after rolling of the experimental vehicle before rolling after rolling Lower arm tilt 0 10˚ body tilt 0 6.59˚ camber angle 0 9.99˚ Wheel (knuckle) inclination 0 (Left) 86.6˚ / (Right) 87.34˚ wheel lift height 0mm 39.23mm

Accordingly, referring to Table 2, FIGS. 7 and 8B, each component of the suspension device of the present invention moves more dynamically compared to the prior art, and the inclination of the left and right front wheels 110 is also in the opposite direction of the rolling of the vehicle frame 160. A tilting phenomenon was observed.

Therefore, as described above, as rolling occurs when the vehicle makes a sharp turn, the camber value of the front wheels 110 changes more in the direction opposite to the rolling angle than the rolling angle of the vehicle frame 160, thereby cornering the racing vehicle 100. It was confirmed that the stability was greatly improved.

In addition, the left and right upper arms 140 and lower arms 150 pivotally coupled to the vehicle frame 160 according to the above configuration can rotate independently of each other according to the up and down movement of the front wheel 100 on the road surface is understandable

As described above, the suspension system of the present invention is a technology that reversely uses the rolling phenomenon instead of improving the rolling phenomenon due to turning, and the cornering stability of the racing vehicle 100 increases in proportion as the rolling phenomenon increases.

Therefore, by using this rolling phenomenon inversely, the racing vehicle 100 tilts in the direction in which the knuckle 130 and the front wheel 110 turn when making a sharp turn, so that the racing vehicle 100 leans in one direction due to inertia. The effect of maximizing stability can be obtained.

In addition, the present invention is not limited only by the above-described embodiment, and since the same effect can be created even when the detailed configuration or number and arrangement structure of the device is changed, those of ordinary skill in the art can use the present invention It is stated that addition, deletion, and modification of various configurations are possible within the scope of the technical idea of

100: racing vehicle 110: front wheel
120: rear wheel 130: knuckle
130a: upper arm 130b: lower arm
140: upper arm 150: lower arm
160: vehicle frame P: moment center point
A, B, C, D: bonding points

Claims (12)

A vehicle frame having an inverted trapezoidal cross section;
Front and rear wheels provided on the left and right front and rear sides of the vehicle frame;
knuckles coupled between the vehicle frame and the left and right front wheels, respectively, to transfer the lateral rotational motion of the vehicle frame to the front wheels and to act as a vehicle steering; and
An upper arm and a lower arm having one end ball-jointed to the top and bottom of the knuckle and the other end pivotally coupled to the vehicle frame;
When the upper arm coupled to the vehicle frame and the other end of the lower arm are extended, the central point (P) is located on the axis of the lower arm at the moment they virtually meet, so that rolling occurs when the vehicle makes a sharp turn, so that the camber value of the front wheel is the vehicle frame The cornering stability of the vehicle is improved by changing more greatly in the opposite direction of the rolling than the rolling angle of
A suspension system of a racing vehicle with increased cornering stability by using a rolling phenomenon. delete According to claim 1,
The left and right upper arms and lower arms pivotally coupled to the vehicle frame rotate independently of each other according to the vertical movement of the front wheels on the road surface.
A suspension system of a racing vehicle with increased cornering stability by using a rolling phenomenon. According to claim 1,
The knuckle has a “c” shape as a whole, but the upper arm of the “c” shape is longer than the lower arm,
A suspension system of a racing vehicle with increased cornering stability by using a rolling phenomenon. According to claim 4,
Characterized in that the upper arm of the knuckle is connected to the upper left and right corners of the inverted trapezoidal vehicle frame by the upper arm.
A suspension system of a racing vehicle with increased cornering stability by using a rolling phenomenon. According to claim 5,
Characterized in that the upper arm is linked downwardly inclined between the upper arm of the knuckle and the upper left and right corners of the vehicle frame,
A suspension system of a racing vehicle with increased cornering stability by using a rolling phenomenon. According to claim 1,
Characterized in that the lower arm has a SLA (Short long arms) double wishbone type longer than the upper arm,
A suspension system of a racing vehicle with increased cornering stability by using a rolling phenomenon. According to claim 1,
Characterized in that the inclination of the lower arm is within a maximum of 15 °,
A suspension system of a racing vehicle with increased cornering stability by using a rolling phenomenon. According to claim 1,
Characterized in that the camber value is maintained at 90 ° so that side wear of the tire does not occur when driving straight before the front wheel is rolled,
A suspension system of a racing vehicle with increased cornering stability by using a rolling phenomenon. According to claim 1,
The vehicle frame is characterized in that the upper width of the inverted trapezoid is 300 mm, the height is 60 mm, and the lower width is 220 mm.
A suspension system of a racing vehicle with increased cornering stability by using a rolling phenomenon. According to claim 4,
The knuckle is characterized in that the upper arm is 90 mm, the height is 150 mm, and the lower arm is 50 mm.
A suspension system of a racing vehicle with increased cornering stability by using a rolling phenomenon. According to claim 1,
Characterized in that the upper arm and the lower arm have a length of 105 mm and 140 mm, respectively,
A suspension system of a racing vehicle with increased cornering stability by using a rolling phenomenon.

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