KR102536996B1 - an apparatus controlling ground clearance for a vehicle - Google Patents

Abstract

The present invention relates to a subframe connected to a body of a vehicle; a lower arm that rotates relative to the subframe in conjunction with the vertical movement of the wheel; a lower arm shaft forming a rotation axis according to relative rotation of the sub frame and the lower arm; and a height adjusting unit selectively adjusting an angle of the lower arm through a compressive force or a tensile force generated when one end of the lower arm shaft rotates. It provides a ride height adjustment device for a vehicle, characterized in that it comprises a.

Description

Vehicle ground clearance control device {an apparatus controlling ground clearance for a vehicle}

The present invention relates to a ride height adjusting device for a vehicle, and more particularly, to a vehicle ride height adjusting device capable of independently controlling all wheels of a vehicle.

In general, a suspension device is provided to improve riding comfort and increase driving stability by supporting the weight of a vehicle body by the action of a spring and mitigating vertical vibration of a wheel at the same time.

These suspensions are generally divided into axle type and independent suspension, and can also be classified into mechanical spring type, fluid spring type (pneumatic type, hydraulic/pneumatic type), etc. according to spring tuning.

For example, in the case of a MacPherson-type independent suspension system among conventional suspension systems, a strut with a built-in shock absorber and a coil spring are integrally configured, and the shock absorber and coil spring are configured in a predetermined direction so that the shock absorber and the coil spring are in the vertical direction of the vehicle or close to it. It is installed with an inclination.

As described above, the conventional suspension system has a limitation in that the height of the wheel cannot be adjusted relative to the vehicle body by means of a coil spring that separates the wheel from the vehicle body.

Korean Utility Model Publication No. 20-1999-0029094 (published on July 15, 1999)

The present invention is to solve the above problems, and more particularly, an object of the present invention is to provide a vehicle ride height adjusting device capable of artificially adjusting the height of each wheel from a vehicle body.

In addition, another object of the present invention is to provide a vehicle ride height adjusting device capable of independently controlling the height of each wheel of the vehicle to keep the occupant in a state parallel to a horizontal plane.

Another object of the present invention is to provide a vehicle ride height adjusting device capable of actively or semi-actively absorbing or reducing an impact applied to a wheel.

The present invention for carrying out the above object is a subframe connected to the body of the vehicle; a lower arm that rotates relative to the subframe in conjunction with the vertical movement of the wheel; a lower arm shaft forming a rotation axis according to relative rotation of the sub frame and the lower arm; and a height adjusting unit selectively adjusting an angle of the lower arm through a compressive force or a tensile force generated when one end of the lower arm shaft rotates. It provides a ride height adjustment device for a vehicle, characterized in that it comprises a.

The lower arm shaft may be disposed parallel to the front/rear directions of the vehicle.

The height adjuster includes a motor, a reducer for reducing the rotational speed of the motor, a rocker arm coupled to an output shaft of the reducer and rotatably arranged, and having a ball joint provided at a point away from the output shaft, and one side of the A ball joint of a rocker arm is inserted, one end of the lower arm shaft is coupled to the other side, and a torque arm for rotating the lower arm shaft by rotation of the rocker arm is adjacent to both ends of the lower arm shaft The lower A pair of inner cams that move linearly to or away from each other on the lower arm shaft according to the rotation of the arm, and compressed when the pair of inner cams get closer to each other or tensioned when the pair of inner cams move away from each other It may include a spring that becomes.

The height adjuster relatively lowers the ground clearance of the vehicle body by raising the wheel while the spring is stretched when the torque arm rotates in the first direction and then compressed to an initial length to support the weight of the vehicle. And, when the torque arm rotates in the second direction, the spring is compressed, and then the wheel is lowered in the process of the spring being stretched to an initial length to support the weight of the vehicle, thereby relatively increasing the ground clearance of the vehicle body. there is.

The vehicle ride height adjusting device may further include a proximity sensor interposed between the lower arm and the subframe to detect an angle between the lower arm or the lower arm shaft and the subframe.

The proximity sensor detects a state in which a pair of magnetic plates spaced apart from the outside of the lower arm and facing each other around the lower arm shaft are coupled to pass through the sub frame and are adjacent to one of the magnetic plates It may include a pair of Hall sensors.

According to the vehicle ride height adjustment device according to an embodiment of the present invention,

First, the relative height of each wheel from the vehicle body can be independently adjusted,

Second, the structure of the height control unit can be simplified, which is advantageous in securing operational reliability and durability while reducing the installation space.

Third, by adjusting the height of each wheel, the vehicle body can be kept parallel to the horizontal plane, so the ride comfort can be improved.

Fourth, by providing a sensor in the driving direction of the vehicle and synchronizing it with the height adjuster, there is an effect of actively controlling the ground height of the vehicle by scanning irregularities on the ground.

The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the description of the claims.

The above summary, as well as the detailed description of the preferred embodiments of the present application set forth below, will be better understood when read in conjunction with the accompanying drawings. Preferred embodiments are shown in the drawings for the purpose of illustrating the present invention. However, it should be understood that this application is not limited to the precise arrangements and instrumentalities shown.
1 is a perspective view showing a vehicle equipped with an independent wheel control device for a vehicle according to the present invention.
FIG. 2 is a perspective view showing an independent wheel control device for a vehicle shown in FIG. 1;
Fig. 3 is a side view showing the vehicle independent wheel control device shown in Fig. 2;
FIG. 4 is a plan view showing an upper portion of the independent wheel control device for a vehicle shown in FIG. 2;
FIG. 5 is a reference diagram illustrating a steering state of a steering device for a vehicle according to an operating state of an actuator shown in FIG. 4 .
6 is a side view showing an operating state of the actuator shown in FIG. 4;
FIG. 7 is an exploded perspective view illustrating the actuator shown in FIG. 6 in an exploded view;
FIG. 8 is a perspective view showing the structure of a subframe to which the other end of the actuator shown in FIG. 4 is connected.
FIG. 9 is a reference diagram illustrating various steering states or driving states of a vehicle according to the operation of the vehicle steering device shown in FIG. 5 .
10 and 11 are reference views illustrating a turning radius of a vehicle according to operating states of front wheels of a vehicle steering device.
12 is a reference diagram illustrating turning characteristics of a vehicle according to the operation of a vehicle steering device.
FIG. 13 is an enlarged perspective view of the vehicle steering device and shock absorber shown in FIG. 4 .
FIG. 14 is a reference diagram illustrating a control state of the vehicle attitude control device according to the operating state of the actuator shown in FIG. 13 .
15 and 16 are reference views illustrating a state of controlling the posture of a vehicle according to the operation of the posture control device for a vehicle shown in FIG. 13 .
17 is a perspective view showing a shock absorber of an independent wheel control device for a vehicle according to the present invention.
Fig. 18 is an exploded perspective view showing the shock absorber shown in Fig. 17 in an exploded view;
Fig. 19 is a top perspective view showing the top of the shock absorber shown in Fig. 17;
FIG. 20 is a reference view illustrating a state in which the inner cam moves around the lower arm shaft while the outer cam shown in FIG. 19 rotates.
FIG. 21 is a reference view showing a state in which the shock absorber shown in FIG. 17 transmits the shock transmitted from the wheel.
22 is an exploded perspective view showing a ground height adjusting device of an independent driving wheel control device for a vehicle according to the present invention.
FIG. 23 is a reference view showing an operating state of one side of the ride height adjusting device shown in FIG. 22 partially enlarged.
FIG. 24 is a reference view illustrating a state in which the ride height adjusting device shown in FIG. 22 is operated.
25 is a reference diagram illustrating a process in which the ride height adjusting device shown in FIG. 24 changes from a compression state to a neutral state.
26 is a front view showing a state in which the ride height adjusting device shown in FIG. 22 is operated.
27 is a partially enlarged view illustrating the proximity sensor shown in FIG. 18;
FIG. 28 is a reference diagram illustrating a state in which the proximity sensor shown in FIG. 27 detects the ground height of the vehicle.
FIG. 29 is a reference diagram illustrating a process of absorbing shock through the ground height adjusting device shown in FIG. 22 .
FIG. 30 is a reference diagram illustrating various embodiments of providing driving force to wheels of the independent wheel control device for a vehicle shown in FIG. 1 .

Since the present invention can make various changes and have various embodiments, specific embodiments are illustrated and described in the drawings.

However, this is not intended to limit the present invention to specific embodiments, and should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention.

Terms including ordinal numbers, such as first and second, may be used to describe various components, but the components are not limited by the terms.

These terms are only used for the purpose of distinguishing one component from another.

For example, a second element may be termed a first element, and similarly, a first element may be termed a second element, without departing from the scope of the present invention.

The terms and/or include any combination of a plurality of related recited items or any of a plurality of related recited items.

It is understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, but other elements may exist in the middle. It should be.

On the other hand, when an element is referred to as “directly connected” or “directly connected” to another element, it should be understood that no other element exists in the middle.

Terms used in this application are only used 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 application, the terms "include" or "have" are intended to designate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, but one or more other features It should be understood that the presence or addition of numbers, steps, operations, components, parts, or combinations thereof is not precluded.

Hereinafter, the embodiments will be described in detail with reference to the accompanying drawings, but the same or corresponding components regardless of reference numerals are given the same reference numerals, and overlapping descriptions thereof will be omitted.

1 is a perspective view showing a vehicle equipped with an independent wheel control device for a vehicle according to the present invention, FIG. 2 is a perspective view showing an independent wheel control device for a vehicle shown in FIG. 1, and FIG. 3 is a perspective view showing an independent wheel control device for a vehicle shown in FIG. It is a side view showing the side of the control device.

1 to 3, the independent wheel control device 1 for a vehicle according to the present invention can control steering independently of all wheels based on a vehicle equipped with four wheels W, and at least two Alternatively, the driving force can be transmitted to the front wheels. The independent wheel control device 1 for a vehicle includes at least one of a steering device 100, a posture control device 200, a shock absorber 300, and a ride height adjusting device 400 according to an embodiment of the present invention. do. Of course, the independent wheel control device 1 for a vehicle can be applied to a vehicle having three wheels or more than four wheels.

First, the vehicle steering device 100 can adjust the rotational angle of the wheel W according to the direction in which the vehicle V travels without mechanical connection with the steering wheel. In addition, the vehicle posture control device 200 may adjust the camber of the wheel (W). In addition, the vehicle shock absorber 300 can absorb at least a portion of the impact in the vertical direction transmitted to each wheel W, thereby increasing ride comfort for the occupants of the vehicle. Lastly, the vehicle ride height adjusting device 400 actively or semi-actively adjusts the height of the wheel W to absorb impact from the ground or adjusts the ride height according to driving speed or road condition. A detailed description of these will be given later.

In the independent wheel control device 1 for a vehicle, a wheel W is coupled to one side and the other side is coupled to a vehicle body. On one side of the independent wheel control device 1 for a vehicle, the wheel W is rotatably disposed on the outside around the hub bearing 10, and the knuckle 20 is coupled to the inside so that the hub bearing 10 and the wheel W ) to support the conjugate of In addition, the steering device 100 or the attitude control device 200 is coupled to the knuckle 20 at a position out of the rotation center c1 of the hub bearing 10. A braking device 30 may be coupled to the hub bearing 10 and the knuckle 20 .

In FIG. 2 , an independent wheel control device 1 for a vehicle is described as an example in which a motor M1 for providing power to the wheels W, a drive unit D including a speed reducer 40 and a drive shaft 41 are provided. do. Of course, the drive unit D that provides power to the wheel W may be mounted in a different structure or location.

4 is a plan view showing an upper portion of the vehicle independent wheel control device shown in FIG. 2, FIG. 5 is a reference view showing a steering state of a vehicle steering device according to the operating state of the actuator shown in FIG. 4, and FIG. 4 is a side view showing an operating state of the actuator, FIG. 7 is an exploded perspective view showing the actuator shown in FIG. 6 in an exploded view, and FIG. 8 is a perspective view showing the structure of a subframe to which the actuator shown in FIG. 4 is connected. .

4 to 8, the vehicle steering device 100 according to an embodiment of the present invention includes a knuckle 20, a first actuator 110, a second actuator 120, and a subframe 130 and a lower arm (see FIG. 3 , 140). Of course, the steering device 100 for a vehicle may implement a function as a steering device using only one of the first actuator 110 and the second actuator 120 . In this embodiment, two actuators are provided to ensure safety in case one of the actuators cannot perform its function, but more sophisticated steering and camber are achieved through the actuators 110 and 120 spaced apart from each other. It is also to implement regulation.

The first actuator 110 has one end coupled to a first point P1 located on one side of a virtual vertical line passing through the rotation center c1 of the wheel W on the knuckle 20, and the second One end of the actuator 120 is coupled to a second point P2 located on the other side of the knuckle 20 about an imaginary vertical line passing through the rotational center c1 of the wheel W. The first point P1 and the second point P2 are preferably disposed on the knuckle 20 with respect to the center of rotation c1 of the wheel W, and the center of rotation c1 of the wheel W. It is preferable to arrange them side by side in a horizontal direction (on a horizontal line) with each other at the top. Although not shown in the drawings, the first point P1 and the second point P2 may be arranged side by side on the lower portion of the knuckle 20 with respect to the rotational center c1 of the wheel W. However, in the vehicle steering device 100, it is preferable that the positions of the first point P1 and the second point P2 be connected to a position outside of an imaginary vertical line passing through the rotational center c1 of the wheel.

One end of the lower arm 140 is connected to the lower portion of the knuckle 20 . Therefore, under the assumption that there is no stroke change of the actuator, the actuators 110 and 120, the knuckle 20, and the lower arm 140 may form a single link structure. At this time, it is preferable that one end of the lower arm 140 is connected to an imaginary vertical line passing through the rotation center c1 of the wheel W at the lower part of the knuckle 20 . Of course, the lower arm 140 may also rotate in response to stroke changes of the actuators 110 and 120 .

A part where one end of the lower arm 140 is connected at the lower part of the knuckle 20 (see FIG. 3, 141) and a part at the top of the knuckle 20 where one end of the actuators 110 and 120 are connected ( It is preferable that spherical bearings (not shown) are respectively provided and coupled to P1 and P2).

Therefore, between the knuckle 20 and the lower arm 140 and between the knuckle 20 and the actuators 110 and 120 are connected so that relative rotation is possible in three axis directions (x, y, z, see FIG. 2). . Here, as an example, the three axes indicate that the x axis corresponds to the left and right directions of the vehicle, the y axis corresponds to the front and rear directions of the vehicle, and the z axis corresponds to the vertical direction of the vehicle.

A subframe 130 is provided on the other side of the actuators 110 and 120 and the lower arm 140, and the other end of the actuators 110 and 120 and the lower arm 140 is rotatable on the subframe 130 Connected. The sub frame 130 may be configured to be connected to the vehicle body (D, see FIG. 1).

As shown in FIGS. 5 and 6 , the vehicle steering device 100 may adjust the direction of the wheel W by rotating the knuckle (see FIG. 3 , 20 ) according to the stroke of the actuator.

For example, as shown in FIG. 5 (a), in the vehicle steering device 100, when the first actuator 110 and the second actuator 120 are in a neutral state maintaining the same length, the vehicle can move straight forward and backward. In addition, as shown in FIG. 5( b ), when the stroke of the first actuator 110 decreases based on the neutral state and the stroke of the second actuator 120 increases, steering may be performed to turn left. In addition, as shown in FIG. 5(c), when the stroke of the first actuator 110 increases based on the neutral state and the stroke of the second actuator 120 decreases, a right turn can be performed. Of course, the steering device 100 for a vehicle may operate so that the first actuator 110 and the second actuator 120 increase or decrease in strokes of different sizes to simultaneously adjust camber along with steering.

6 and 7, the first actuator 110 of the vehicle steering device 100 connects the first point P1 and the subframe 130 so that the stroke increases and decreases, and the piston 111 and the cylinder ( 112), and a driving module 114 that provides power according to the relative movement between the piston 111 and the cylinder 112 inside the stroke module 113.

In the stroke module 113, one end of the piston 111 is connected to the first point P1 and one end of the cylinder 112 is connected to the subframe 130. The cylinder 112 is coupled to the outside of the piston 111. The piston 111 is guided in a linear reciprocating motion inside the cylinder 112 so that the stroke increases (or the length increases) or the stroke decreases (or the length decreases). At this time, one end of the piston 111 is rotatably coupled about at least the y-axis and z-axis on the first point P1, and one end of the cylinder 112 is rotatably coupled about the y-axis.

To elaborate on the operating direction of the stroke module 113, the rotation of the piston 111 around the y-axis at the first point P1 is to adjust the camber or ground clearance of the wheel W on the knuckle 20 Relative rotation corresponding to rotation, and rotation about the z-axis may be relative rotation corresponding to rotation for left-right direction steering of the wheel W on the knuckle 20 . Further, the rotation of the cylinder 112 around the y-axis at the third point P3 may be a relative rotation corresponding to the process of absorbing the impact of the wheel W or the process of adjusting the ground clearance.

One end of the piston 111 is provided with a first fastener 1112 having a hole 1111 penetrating the inside to be rotatably connected at the first point P1. A spherical bearing (not shown) is provided between the first fastener 1112 and the first point P1 and connected to the first fastener 1112 so that relative rotation is possible on the first point P1.

The piston 111 has a substantially hollow cylindrical shape on its outer circumferential surface, and a first guide groove 1113 is formed on the outer circumferential surface. A plurality of first guide grooves 1113 may be disposed at opposite positions on the outer circumferential surface of the piston 111 in the longitudinal direction. In addition, a second guide groove 1114 is formed on the inner circumferential surface of the piston 111 . A plurality of second guide grooves 1114 may be disposed at opposite positions on the inner circumferential surface along the longitudinal direction of the piston 111 . At this time, the second guide groove 1114 is preferably disposed at a position orthogonal to the first guide groove 1113 along the outer circumferential surface of the piston 111.

The cylinder 112 may have a hollow cylindrical shape into which the piston 111 is inserted. In the cylinder 112, a guide hole 1115 is formed at a position corresponding to the first guide groove 1113, into which a key 1116 is inserted. The key 1116 is inserted through the guide hole 1115 and located inside the first guide groove 1113 to prevent the piston 111 from rotating inside the cylinder 112 and at the same time to change the direction of linear reciprocating motion. can guide you The coupling structure of the guide hole 1115 and the key may be provided in a plurality of positions on the cylinder 112 .

One end of the cylinder 112 is provided with a second fastener 1116 having a hole penetrating the inside to be rotatably connected at a third point P3 provided on the sub frame 130 . A spherical bearing (b1) is provided between the second fastener 1116 and the third point P3 and is connected to allow the second fastener 1116 to rotate relatively on the third point P3.

The first actuator 110 includes a first fix bracket 113a coupled to the outside of the stroke module 113 . The first fix bracket 113a includes a fixing part 113b having one side fixed to the outer circumferential surface of the cylinder 112 and a connecting part 113c having the other side rotatably coupled to the y-axis on the sub frame 130. include Accordingly, one end of the cylinder 112 of the first actuator 110 may rotate around the y-axis by the first fix bracket 113a. That is, the first fix bracket 113a may hold the rotation of the first actuator 110 around the x-axis and the z-axis through the connecting portion 113c.

The drive module 114 is coupled to a motor M2 that provides rotational force, a screw shaft 1141 that rotates by receiving the rotational force of the motor M2, and a screw shaft 1141 to convert rotational motion into linear motion. includes a screw nut 1142.

In the driving module 114 according to an embodiment of the present invention, the motor M2 and the screw shaft 1141 transmit driving force by a belt drive. Of course, although not shown in the drawing, it may be driven in a state in which the motor M2 and a reduction gear (not shown) are connected or in a state in which the rotary shaft of the reduction gear and the screw shaft 1141 are directly connected.

A belt is connected between the rotary shaft of the motor M2 and the pulley 1143 keyed to the screw shaft 1141, and the belt is made of a timing belt, and the driving module 114 is driven by the precision of the screw shaft 1141. Rotation can be controlled. Of course, the pulley 1144 may also be provided on the rotating shaft of the motor M2, and the pulley 1144 of the motor rotating shaft and the pulley 1143 coupled to the screw shaft 1141 have different diameters according to the reduction ratio. It can be.

At this time, the first actuator 110 includes a motor bracket 1145 connecting the cylinder 112 and the motor M2. One side of the motor bracket 1145 is connected to surround a portion of the outer circumferential surface of the cylinder 112, and the other side is coupled to the motor M2. Further, a motor shield 1146 is coupled to the motor bracket 1145 to cover a portion of the rotation shaft of the motor M2 and the belt. The pulley 1143 coupled to the screw shaft 1141 may be located inside the cylinder 112, and in this case, the cylinder 112 may be partially opened so that the belt can enter and exit. A bearing 1147 supporting rotation of the screw shaft 1141 may be provided adjacent to an area connected to the pulley 1143 inside the cylinder 112 . An elongated hole 1148 may be formed in a region where the motor M2 is coupled in the motor bracket 1145 so that the coupling position of the motor housing M2-1 accommodating the motor therein can be adjusted. Adjusting the coupling position of the motor housing M2-1 on the motor bracket 1145 (or the distance between the motor rotating shaft and the pulley 1143) may contribute to adjusting the tension of the belt.

A screw nut 1142 is coupled to the screw shaft 1141. The screw nut 1142 is key-coupled to be able to slide on the second guide groove 1114 of the piston 111, and the screw nut 1142 and the piston ( 111) is fixed to the coupling position by the snap ring 1149. Therefore, when the screw shaft 1141 rotates, the screw nut 1142 makes a linear reciprocating motion along the x-axis direction, and the piston 111 connected to the screw nut 1142 interlocks with the screw nut 1142 to make a straight line. movement can be made. Of course, the coupling method between the piston 111 and the screw nut 1142 may be made through other structures.

The second actuator 120 has the same structure as the first actuator 110, but there is a difference in the structure of the fix bracket 113a.

The first fix bracket 113a includes a structure including a fixing part 113b and a connecting part 113c, and connects the first actuator 110 to be rotated around the y-axis by the connecting part 113c. The second fix bracket (123a, see FIG. 4) provided on the second actuator 120 includes only the structure of the fixing part 113b, so that the second actuator 120 rotates around the y-axis as well as around the z-axis. rotation may occur.

Unlike the first actuator 110, the reason why the rotation direction of the second actuator 120 is relatively free is that when the wheel rotates around the z-axis for steering the wheel W, the first point along the x-axis direction Since the stroke distance between P1 and the second point P2 may be different, rotation of the second actuator 120 around the z-axis is required in response to the distance difference between the points P1 and P2.

That is, as shown in FIG. 5 (a), when the wheel W is in a neutral state, the stroke distance d of the first actuator 110 and the stroke distance d' of the second actuator 120 are the same, so the y-axis Along the direction, the distance to the first point P1 and the distance to the second point P2 based on the rotation center of the wheel W are the same, so that the rotation of the second actuator 120 around the z-axis does not occur.

However, FIG. 5(b) shows a state in which the vehicle turns left, and when the stroke distance d of the first actuator 110 is smaller than the stroke distance d' of the second actuator 120, the first actuator 110 ) is prevented from rotating around the z-axis, the second actuator 120 needs to be rotated around the z-axis to correspond to the distance the second point P2 moves along the y-axis.

Conversely, when the stroke distance d of the first actuator 110 is greater than the stroke distance d' of the second actuator 120 even in the state of turning right as shown in FIG. 5 (c), z of the first actuator 110 In a state in which rotation about the axis is prevented, the second actuator 120 needs to rotate about the z-axis so as to correspond to the distance that the second point P2 moves along the y-axis.

Therefore, when the first actuator 110 is connected to two points (see FIG. 8, P3 and P4) on the subframe 130 and rotation around the z-axis is restricted, the second actuator Since the z-axis rotation of (120) must be accompanied, the second fix bracket (123a) will have to be made of a structure in which the connecting portion (113c) is deleted.

FIG. 8 is a perspective view showing the structure of a subframe to which the actuator shown in FIG. 4 is connected.

The sub-frame 130 includes a first frame 131 to which the cylinder of the actuator is coupled, a second frame 132 that extends from both ends of the first frame 131 and is bent, and each second frame 132 It includes a third frame 133 connecting the ends of the to each other.

The first frame 131 is formed in a substantially “W” shape to form a first area P3 to which the first actuator 110 is connected and a second area P4 to which the second actuator 120 is connected. The spherical bearings b1 and b2 are coupled to the first region P3 and the second region P4 so that the hinge shaft 134 penetrates and connects the respective actuators 110 and 120 on the hinge shaft 134. may be provided.

The second frames 132 extend downwardly from both ends of the first frame 131 and are bent side by side so as to face each other in the direction of the body of the vehicle.

Both ends of the lower arm 140 may be rotatably connected to the inside of each second frame 132 facing each other.

In addition, main components of the shock absorber (300 in FIG. 2) to be described later may be disposed inside the second frame 132 and the third frame 133.

The sub frame 130 may be configured to support a load between the wheel W and the body of the vehicle.

FIG. 9 is a reference diagram illustrating a steering state or driving state of a vehicle according to the operation of the vehicle steering device shown in FIG. 5 .

Referring to FIG. 9(a) , the vehicle steering device can rotate the vehicle by adjusting the steering device disposed in front of the vehicle V, and also adjusts the steering devices disposed in the front and rear of the vehicle, respectively. can be rotated.

In the case of adjusting the steering device disposed in the front of the vehicle, it may proceed in the same way that a general vehicle turns.

For example, in the drawings, both the front left wheel W1 and the right wheel W2 of the vehicle are steered to the right, so that the vehicle can turn in the right direction with respect to the forward traveling direction of the vehicle.

At this time, the turning radius r1 of the vehicle may be formed similarly to the turning radius range of a general vehicle.

In addition, if both the front left wheel W1 and the right wheel W2 of the vehicle are adjusted to face right, and both the rear left wheel W3 and right wheel W4 of the vehicle are adjusted to face left, the four-wheel steering (four wheel steering system), it can turn to the right with a shorter turning radius (r2). Also, the width of the road required for turning can be made smaller.

Referring to FIG. 9(b) , the vehicle steering apparatus may change lanes (L1->L2) to the right lane while adjusting both the front and rear wheels of the vehicle to face to the right. That is, all wheels are rotated in the same direction on the right, and steering in a horizontal movement mode is possible. In the case of a general vehicle, four wheels are used, some of which provide driving force (except for four-wheel drive), and the other part is involved in steering. When the vehicle steering device is independently controlled in the state of FIG. It is possible to implement steering in a horizontal movement mode (including four-wheel drive) while rotating so that all of them are directed in the direction of movement.

This horizontal movement mode is different from a structure in which a general vehicle changes lanes through turning, and has an effect of being able to more safely respond to situations such as rapid lane changes.

Referring to FIG. 9(c) , the steering apparatus for a vehicle may control the rotational centers of both front and rear wheels to face the rotational center of the vehicle. Thus, the vehicle can be steered in a zero turn mode where it can turn 360 degrees in place.

For example, the front left wheel W1 and the rear right wheel W4 are rotated to face each other, and the front right wheel W2 and the rear left wheel W3 are rotated to face each other. When the virtual extension lines formed in the direction are orthogonal to each other, the zero turn mode may be applied. Of course, the rotation angle of each wheel may be changed according to the wheelbase distance of the vehicle.

Referring to FIG. 9(d), the vehicle steering device rotates so that the front wheels W1 and W2 come together toward the front, and the rear wheels W3 and W4 also rotate so as to come together toward the front, thereby forming a braking mode (braking mode). mode) can be controlled. In the braking mode, braking may be applied by generating ground friction with respect to the traveling direction of the vehicle while at least one pair of front and rear wheels of the vehicle are brought together toward the front.

More preferably, both the front and rear wheels of the vehicle can be controlled to rotate to converge forward to provide maximum braking force. Of course, braking force may be provided while rotating in a direction in which both the front and rear wheels of the vehicle spread forward.

10 and 11 are reference views illustrating a turning radius of a vehicle according to operating states of front wheels of a vehicle steering device.

Referring to FIG. 10( a ) , the front wheels of the vehicle V rotate at different angles so that the turning radii can be controlled differently. Such low-speed turning control may be applied when the turning speed of the vehicle is relatively low. When the vehicle V turns at a low speed, the turning radius r1 of the left wheel W1 arranged on the inside and the turning radius r2 of the right wheel W2 arranged on the outside are different along the turning direction, so the vehicle V rotates. It has the effect of minimizing noise and wheel wear by suppressing slip according to the difference in radius.

Also, referring to FIG. 10(b) , the front wheels of the vehicle may be controlled to rotate at the same angle so that turning radii (r1 = r2) are the same. Such high-speed turning control can be applied when the turning speed of the vehicle is relatively high. When the vehicle turns at high speed, the turning radii of the left wheel W1 arranged on the inside and the right wheel W2 arranged on the outside are different along the turning direction, but more sophisticated turning control is possible despite the difference in turning radius. and can selectively apply high-speed turning control while taking noise and wear.

Also, referring to FIG. 11 , the steering device for a vehicle can be controlled to maintain the same turning radius regardless of the speed of the vehicle.

That is, in the case of a general vehicle under the same steering angle θ of the steering wheel SW (eg, 30 degrees), the turning radius of a vehicle with a speed of 30 km/h and the turning radius of a vehicle with a speed of 90 km/h Although the turning radius increases as the speed increases, in the case of a vehicle equipped with a steering device for a vehicle according to an embodiment of the present invention, the rotation angle of the front wheels W1 and W2 and the rear wheels W3 and W4 of the vehicle is By adjusting at the same time, it can be controlled to have the same turning radius regardless of speed. In addition, since there is no mechanical connection between the steering wheel (SW) and the wheels (W1, W2), the rotational angle ratio of the steering wheel (SW) and the wheels (W1, W2) is adjusted to have the same turning radius regardless of speed. You can control it.

12 is a reference diagram illustrating turning characteristics of a vehicle according to the operation of a vehicle steering device.

Referring to FIG. 12 , the vehicle steering device may vary turning characteristics according to the state of the vehicle.

A typical vehicle has certain turning characteristics according to weight distribution of the vehicle, wear condition of tires, and a driving force distribution position.

For example, since an acceleration force is applied from the front of the front wheel drive vehicle, an under steer phenomenon occurs as the frictional force decreases as the acceleration force increases. At this time, when the vehicle turns around the corner at high speed, the vehicle is not constantly turned according to the steering angle, and the vehicle is pushed outward in the direction of the corner by centrifugal force.

In addition, since acceleration is applied from the rear of the rear wheel drive vehicle, an oversteer phenomenon occurs as opposed to understeer, and the vehicle digs into the inside of the corner.

In order to prevent understeer and oversteer of the vehicle from occurring, the steering apparatus for a vehicle can be controlled to maintain neutral steer along a corner direction by appropriately controlling rotational angles of front and rear wheels.

That is, neutral steer may be maintained by appropriately distributing driving force to all wheels of the vehicle, or neutral steer may be maintained by independently controlling rotation angles of all wheels. For example, in a front-wheel-drive vehicle, the vehicle steering device may control the vehicle to be in neutral steer by turning the angle of the rear wheel outward at the moment it recognizes that understeer occurs. Similarly, in a rear-wheel-drive vehicle, the steering device for a vehicle can control the vehicle to be in neutral steer by rotating the angle of the rear wheel inward at the moment it recognizes that oversteer is generated.

FIG. 13 is a perspective view illustrating the posture control device for a vehicle shown in FIG. 4 , and FIG. 14 is a reference view illustrating a posture control state of the posture control device for a vehicle according to an operating state of an actuator shown in FIG. 13 .

Referring to FIGS. 13 and 14 , the vehicle attitude control device according to the embodiment of the present invention shares at least some configurations with the aforementioned steering device for a vehicle. The same reference numerals as those mentioned below denote the same components.

The vehicle posture control device 200 includes a knuckle 20 , a first actuator 110 and a second actuator 120 . Here, the difference between the vehicle attitude control device 200 and the vehicle steering device (see FIG. 2 100) lies in whether the actuators operate in the same stroke.

That is, in the aforementioned vehicle steering device 100, either the first actuator 110 and the second actuator 120 operate independently, or the first actuator 110 and the second actuator 120 are different from each other. Although controlled to have a stroke, the vehicle attitude control device 200 controls strokes of the same direction and the same size (or distance). Of course, the posture control device for a vehicle may also be adjusted according to posture control using one of the first actuator and the second actuator, similarly to the steering device for a vehicle.

In the vehicle attitude control device 200, it is preferable that the positions of the first point P1 and the second point P2 be connected to a position outside of a virtual horizontal line passing through the center of rotation of the wheel.

14(a) shows a state in which the wheels W of the vehicle are disposed at zero camber. Here, zero camber represents a state in which the wheels W are disposed without tilting with respect to a direction perpendicular to the ground (Z-axis reference, see FIG. 2). That is, the zero camber means a state in which the center line of the wheel W is disposed perpendicular to the ground.

14( b ) shows a state in which the wheels W of the vehicle are disposed in a negative (-) camber state. The negative camber represents a state in which the center line of the wheel W is inclined toward the inside of the vehicle with respect to the ground. For example, negative camber can increase cornering force, but can promote inward wear of the tire tread.

The negative camber is generally applied to vehicles intended for high-speed driving, and angles of front wheels and angles of rear wheels may be set differently.

14(c) shows a state in which the wheels W of the vehicle are disposed in a positive (+) camber state. The positive camber represents a state in which the center line of the wheel W is inclined toward the outside of the vehicle with respect to the ground. For example, positive camber can increase straightness (eg, in the FR driving method) and reduce kingpin offset. Therefore, turning force may decrease as the positive camber increases.

The vehicle attitude control device according to an embodiment of the present invention may actively or passively adjust the camber of the wheel.

As shown in FIG. 14(b), when both the first actuator 110 and the second actuator 120 are compressed and the stroke decreases, the wheel W rotates at the end of the lower arm to adjust to negative camber.

In addition, as shown in FIG. 14(c), when both the first actuator 110 and the second actuator 120 are tensioned and the stroke increases, the wheel W rotates at the end of the lower arm 140 to the normal camber. can be adjusted

Of course, it is also possible to finely adjust the angle according to the degree of inclination according to the positive camber or negative camber state.

15 and 16 are reference views illustrating a state of controlling the posture of a vehicle according to the operation of the posture control device for a vehicle shown in FIG. 13 .

15(a) shows the zero camber state of the wheel W.

Fig. 15(b) shows a state in which one side wheel W1 rotates with a positive camber and the other side wheel W2 rotates with a negative camber. That is, it shows a state in which all wheels are tilted toward the left side of the vehicle. For example, when the vehicle turns in one direction (leftward direction) at high speed, the turning force in high-speed driving can be increased by adjusting the camber of the wheel as shown in FIG. 15(b).

15(c) shows a state in which both wheels W are rotated to negative camber. This state is suitable for a vehicle that focuses on driving performance rather than wheel wear, such as a racing car.

16(a) shows a state in which the vehicle proceeds in a direction D2 perpendicular to the slope direction D1 on the ramp. At this time, the vehicle is driven in the downward direction D1 of the slope due to gravity. If the wheels are controlled as shown in FIG.

FIG. 16(b) shows a state in which draft is applied in a direction D1 orthogonal to the traveling direction D2 of the vehicle and a horizontal plane. In this case, since the vehicle is also pushed in the direction shown in FIG. 16 (a), if the wheels are controlled as shown in FIG. 15 (b), the straightness can be increased while increasing the frictional force in the direction facing the wind direction.

17 is a perspective view showing a shock absorber of an independent wheel control device for a vehicle according to the present invention, FIG. 18 is an exploded perspective view showing the shock absorber shown in FIG. 17 in an exploded manner, and FIG. 19 is a shock absorber shown in FIG. 17 FIG. 20 is a plan perspective view showing the upper part of the device, and FIG. 20 is a reference view showing a state in which the inner cam moves around the lower arm shaft while the outer cam shown in FIG. 19 rotates.

17 and 18 , a vehicle shock absorber 300 includes a subframe 130, a lower arm 140, a lower arm shaft 310, and a shock absorbing module 320. The same reference numerals as those mentioned below denote the same components.

First, the vehicle shock absorber 300 according to an embodiment of the present invention may be provided on each wheel of an independent wheel control device for a vehicle, and may independently absorb or cancel shocks transmitted to each wheel from the ground.

The impact transmitted to the wheel is transmitted in the direction of the body of the vehicle through the knuckle (see FIG. 2, 20) and the vehicle steering device (see FIG. 2, 100). At this time, the vehicle shock absorber 300 is When the actuator rotates around the y-axis on the subframe, at least a portion of the transmitted impulse may be absorbed or temporarily stored.

In the vehicle shock absorber 300, the lower arm 140 and the shock absorption module 320 are disposed inside the sub frame 130, and are disposed along the y-axis direction, which is the forward/reverse direction of the vehicle. Therefore, there is a difference from a general suspension system disposed along the z-axis direction, which is the height direction of the vehicle. This difference has an effect of increasing space utilization because the height of the conventional suspension device, which is a part connecting the vehicle body from the wheel, can be reduced, and the space occupied by the conventional suspension device can be reduced.

The lower arm shaft 310 constitutes a rotation axis in which the sub frame 130 and the lower arm 140 rotate relative to each other, and is disposed along the y-axis direction. The lower arm shaft 310 is rotatably fixed on the sub frame 140 and provides a function of connecting the lower arm 140 coupled to the sub frame 130 to be relatively rotatable. To this end, a plurality of ball bearings may be installed around the lower arm shaft 310 in the lower arm 140 and the sub frame 130 . The ball bearing includes a ball bearing bb1 supporting the lower arm to rotate on the sub frame and a ball bearing bb2 supporting the lower arm shaft 310 to rotate on the sub frame 130 . However, while the lower arm 140 rotates around the lower arm shaft 310 as a central axis, the lower arm shaft 310 may remain fixed on the sub frame 130 .

Referring to FIG. 18, the shock absorbing module 320 includes a pair of outer cams 321a and 321b, a pair of inner cams 322a and 322b, outer cam shields 323a and 323b, and an inner cam shield. (324a, 324b) and spring (325).

First, the lower arm 140 has a first fastening part 141 coupled to the lower part of the knuckle 20, and extending from the first fastening part 141 to the inside of the second frame 132 of the sub frame 130 It includes a second fastening part 142 and a third fastening part 143 which are bent to be coupled to each other. Therefore, the second fastening part 142 and the third fastening part 143 are arranged to face each other while being spaced apart, and the lower arm shaft 310 is provided between the second fastening part 142 and the third fastening part 143. The outer cams 321a and 321b, the inner cams 322a and 322b, the outer cam shields 323a and 323b, the inner cam shields 324a and 324b, and the spring 325 are coupled around the center.

A pair of outer cams 321a and 321b, a pair of inner cams 322a and 322b, a pair of outer cam shields 323a and 323b, and a pair of inner cam shields 324a and 324b are lower Based on the spring provided at the center of the arm shaft 310, both sides are disposed to face each other.

The pair of outer cams include a first outer cam 321a and a second outer cam 321b, and the pair of inner cams include a first inner cam 322a and a second inner cam 322b, The pair of outer cam shields include a first outer cam shield 323a and a second outer cam shield 323b, and the pair of inner cam shields include a first inner cam shield 324a and a second inner cam shield ( 324b). Hereinafter, the left coupling structure of the first outer cam 321a, the first inner cam 322a, the first outer cam shield 323a, and the first inner cam shield 324a will be described in detail. Since the right coupling structure of the second outer cam 321b, the second inner cam 322b, the second outer cam shield 323b, and the second inner cam shield 324b is the same as the left coupling structure, redundant description is given. will be omitted.

The first outer cam 321a is disposed adjacent to one end of the lower arm shaft 310 and is fixed inside the second fastening part 142 . In addition, the second outer cam 321b is disposed adjacent to the other end of the lower arm shaft 310 and fixed inside the third fastening part 143 .

Each external cam extends in a cylindrical shape along the longitudinal direction of the lower arm shaft 310 on the flange 321a1 fixed to the second fastening part 142 or the third fastening part 143 by fasteners, and on the flange 321a1 and an external cam body 321a2. At this time, the outer cam body 321a2 is formed with a plurality of guide grooves 321a3 cut in an oblique direction.

As shown in FIG. 20, the first outer cam 321a has an accommodation space so that the first inner cam 322a can be inserted into the first outer cam body 321a2, and the first inner cam 322a A protrusion 322a1 protruding in a shape corresponding to the guide groove 321a3 is provided on the outer circumferential surface of the ). Therefore, when the lower arm 140 rotates, the first outer cam 321a rotates at the same time, and the first inner cam 322a interferes with the inclined surface between the guide groove 321a3 and the protrusion 322a1 to lower arm shaft Linear reciprocating motion may be made along the longitudinal direction of (310).

That is, the first outer cam 321a may provide a driving force for the linear reciprocating motion of the first inner cam 322a using torque generated by the rotation of the lower arm 140, and at the same time, the first outer cam ( 321a) may provide a constant proportional relationship between the rotational movement angle and the linear reciprocating distance of the first inner cam 322a.

A first outer cam shield 323a is coupled to the outside of the first outer cam 321a to surround the first outer cam body 321a2. One side of the first outer cam shield 323a is also fixed to the lower arm 140 together with the first outer cam 321a, and the other side is opened so that the first inner cam 322a can enter and exit. The first outer cam shield 323a can prevent the first outer cam bodies from opening between adjacent first outer cam bodies around the guide groove 321a3 of the first outer cam 321a and protect the first outer cam 321a. can provide.

Although not shown in the drawings, the first outer cam 321a and the first outer cam shield 323a may be implemented as one structure. For example, the outer cam includes a flange and an outer cam body, and a guide groove corresponding to the protrusion may be formed on an inner circumferential surface of the outer cam body. That is, the guide groove may be formed only inside the outer cam body and not exposed to the outside of the outer cam body so as to be integrated with the outer cam shield.

The first inner cam shield 324a is opened such that one side is engaged toward one side of the first outer cam shield 323a, and the other side is opened so that the first inner cam 322a is discharged from the first outer cam 321a. The shielding plate 324a1 is provided to at least partially interfere with the other side of the first inner cam 322a. That is, the linear reciprocating motion of the first inner cam shield 324a is performed simultaneously with the first inner cam 322a. A flange 324a2 is provided on the outer circumferential surface of the first inner cam shield 324a so that one end of the spring 325 protrudes to interfere with it. Accordingly, the spring 325 connects the flange 324a2 of the first inner cam shield 324a and the flange 324b2 of the second inner cam shield 324b, so that the spring 325 is tensioned or compressed to correspond to the process of tension or compression, respectively. It can be. Of course, both ends of the spring 325 may be coupled to the outer circumferential surface or flange 324a2 of the first inner cam shield 324a and the outer circumferential surface or flange 324b2 of the second inner cam shield 324b, respectively.

And, the shock absorber 300 includes a linear encoder 330 connecting each inner cam shield to each other.

The linear encoder 330 includes a first bracket 331 fixed to the first inner cam shield 324a, a second bracket 332 fixed to the second inner cam shield 324b, and any one inner cam shield. A rail 333 fixed to the inner cam shield, a scale 334 fixed to the other inner cam shield, and a head portion 335 fixed on the rail 333 to sense the distance the scale 334 moves relative to include

In this embodiment, one end of the scale 334 is fixed on the first bracket 331, one end of the rail 333 is fixed on the second bracket 332, and the first bracket 331 is 1 is coupled to the inner cam shield 324a, and the second bracket 332 is coupled to the second inner cam shield 324b, so that the first inner cam shield 324a and the second inner cam shield 324b are The relative moving distance is measured through the head unit 335 .

Data measured by the head unit 335 is transmitted to a control unit (eg, ECU) of the vehicle, and may be used to check height data of each wheel or impact or road surface condition.

And, the shock absorber 300 includes a damper 340. The damper 340 includes a piston 341 fixed on the subframe and a cylinder 342 disposed to surround the outside of the piston 341 and connected to either the first bracket 331 or the second bracket 332 ).

At this time, in the damper 340, the fluid filled between the spaces divided from each other in the cylinder 342 corresponds to a state in which the first inner cam shield 324a and the second inner cam shield 324b are compressed or stretched. At least a portion of the amount of impact transmitted to the shock absorber 300 may be absorbed while moving. Of course, an orifice structure through which fluid is moved may be formed between spaces divided from each other inside the cylinder 342 .

That is, the damper 340 is interposed between either the first bracket 331 or the second bracket 332 and the sub-bracket 130 and is stretched while the spring 325 is compressed, or the spring is compressed. It can be compressed in the process of changing from the neutral or tension state. In this embodiment, the damper 340 will be described as being provided between the second bracket 332 and the sub frame 130 as an example.

FIG. 21 is a reference view showing a state in which the shock absorber shown in FIG. 17 transmits the shock transmitted from the wheel W. Referring to FIG.

21 (a) shows a neutral state in which no impact is applied to the wheel W, and FIG. 21 (b) where the wheel W is located at the top of the unevenness on the ground shows a bump state, and 21(c), in which the wheel W droops downward when passing through a groove in the ground, shows a rebound state.

That is, in the neutral state as shown in FIG. 21 (a), the rotation center axis c1 of the wheel W can maintain the same height as the reference line RL. At this time, a predetermined compressive stress may be applied to the spring 325, but this may be interpreted as a stress caused by the load of the vehicle rather than a stress caused by an impact, and even if the stress caused by the load of the vehicle is included, the spring is between compression and tension. state can be maintained.

As shown in FIG. 21(b), when the bump state occurs, the rotation center axis c1 of the wheel W rises higher than the reference line RL, and the lower arm 140 rotates upward. At this time, the spring 325 absorbs at least a portion of the amount of impact transmitted to the wheel W while being compressed. That is, in the bump state, the wheel W rises relatively, and while the position of the sub frame 130 relatively descends, the spring 325 is compressed to partially absorb and store some of the impact.

In the damper 340, the cylinder 342 is stretched as the spring is compressed in the bump state, and while the cylinder 342 is stretched, the fluid moves and absorbs at least a portion of the shock.

In addition, when in the rebound state as shown in FIG. 21(c), the rotation center axis c1 of the wheel W descends lower than the reference line RL, and the lower arm 140 rotates downward. At this time, the spring 325 cancels at least a portion of the stored impulse in the bump state while being stretched. That is, in the rebound state, the wheels W are relatively lowered, and while the position of the subframe 130 is relatively raised, the spring 325 is tensioned, so that all of the impulse transmitted to the wheels W can be removed.

In addition, the damper 340 compresses the cylinder 342 as the spring 325 is stretched in the rebound state, and while the cylinder 342 is compressed, the fluid moves, absorbing at least a portion of the impact or canceling all of it can make it

22 is an exploded perspective view showing a ride height adjusting device of an independent driving wheel control device for a vehicle according to the present invention, and FIG. 23 is a reference view showing an operating state of one side of the ride height adjusting device shown in FIG. 22 partially enlarged. .

22 and 23, the ride height adjusting device 400 for a vehicle according to an embodiment of the present invention includes a subframe 130, a lower arm 140, a lower arm shaft 310, and a height adjusting unit 410. ).

Since the sub frame 130, the lower arm 140, and the lower arm shaft 310 have been described in detail above, duplicate descriptions will be omitted.

The height adjuster 410 may selectively adjust the angle of the lower arm 140 by rotating one end of the lower arm shaft 310 .

The height adjuster 410 includes a motor M3, a reducer 411, a rocker arm 412, and a torque arm 413.

The motor M3 may be formed as one module together with the reducer 411.

The reducer 411 is fixed to the inside of the sub frame 130 adjacent to the second fastening part 142 . A separate bracket 411b may be provided between the reducer 411 and the subframe 130.

One side of the rocker arm 412 is coupled to the output shaft 411a of the reducer 411, and a ball joint 414 is provided at a point where the other side is out of the output shaft of the reducer 411. The ball joint 414 may be fixed on the other side of the rocker arm 412 by a snap ring 414a. The rocker arm 412 rotates around the output shaft 411a of the reducer 411 to rotate the torque arm 413 within a set angular range.

One side of the torque arm 413 is coupled to one end of the lower arm shaft 310 and is rotatably fixed around the lower arm shaft 310 . In addition, the torque arm 413 is connected so that the other side interferes with the ball joint 414 of the rocker arm 412 .

At this time, the through hole 415 into which the ball joint 414 of the rocker arm 412 is inserted into the torque arm 413 is formed in a long hole shape, and the ball joint 414 moves while the rocker arm 412 rotates. can respond to A bush 414b reducing friction between the ball joint 414 of the rocker arm 412 and the through hole of the torque arm 413 may be provided.

24 is a reference view showing a state in which the ride height adjuster shown in FIG. 22 is operated, and FIG. 25 is a reference view showing a process in which the ride height adjuster shown in FIG. 24 changes from a compressed state to a neutral state.

Referring to FIG. 24 (a), when the ride height adjusting device 400 is in a neutral state, the ball joint 414 of the rocker arm 412 and the rotational axis center of the lower arm shaft 310 are disposed at the same position.

24(b) shows a state in which the ground clearance of the vehicle body is lowered.

For example, when the rocker arm 412 rotates in a first direction (clockwise direction), the torque arm 413 is rotated in the first direction at the same time to raise the wheel W, thereby increasing the ground clearance of the vehicle body compared to the height of the wheel W. relatively low. That is, when the torque arm 413 rotates in the first direction, the lower arm shaft 310 rotates in the first direction at the same time. At this time, by the rotation of the lower arm shaft 310, the pair of inner cams 322a and 322b are moved to be spaced apart from each other, and the spring 325 is tensioned, and then the tension induces the rotation of the lower arm 140 in the first direction. The ground clearance of the vehicle body is lowered relative to the wheel W.

24(c) shows a state in which the ground clearance of the vehicle body is increased.

For example, when the rocker arm 412 rotates in the second direction (counterclockwise direction), the torque arm 414 is rotated in the second direction at the same time to lower the wheel W, thereby increasing the ground clearance of the vehicle body to the height of the wheel W. relative to that can be increased. That is, when the torque arm 413 rotates in the second direction, the lower arm shaft 310 rotates in the second direction at the same time. At this time, by the rotation of the lower arm shaft 310, the pair of inner cams 322a and 322b move to be adjacent to each other, and the spring 325 is compressed, and then the spring 325 is extended to an initial length to support the weight of the vehicle As the rotation of the lower arm 140 in the second direction is induced, the ground clearance of the vehicle body is lowered relative to the wheel W.

As shown in FIG. 25 (a), when the torque arm 413 rotates in the first direction to raise the wheel W, the ground clearance is relatively lowered.

In addition, as shown in FIG. 25(b), when the torque arm 413 rotates in the second direction to lower the wheels W in the state of FIG. 25(a), the ground clearance of the vehicle body is increased to the height of the wheels W. relative to that can be increased.

26 is a front view showing a state in which the ride height adjusting device shown in FIG. 22 is operated.

26(a) shows a state in which wheels of a general vehicle travel on an inclined surface, and FIG. 26(b) shows a state in which the ground height and camber are adjusted on an inclined surface using the vehicle ride height adjusting device 400 according to an embodiment of the present invention. It shows the state in which the vehicle is running.

In the state of FIG. 26 (a), since the wheels W are disposed parallel to the direction of the slope, the vehicle can be pushed downward along the downward slope. However, in the state of FIG. 26( b ), by adjusting the camber of the wheel regardless of the direction of the inclined surface, it is possible to minimize the vehicle from being pushed downward along the downward inclined surface.

In addition, when the vehicle is driven in the state of FIG. 26 (b), the left wheel W1 rises and the right wheel W2 descends, so that a body connecting the left subframe and the right subframe is mounted. Since the area can be kept parallel to the horizontal plane, the effect of improving riding comfort can be expected.

In the state of FIG. 26(b), for example, the left wheel W1 of the ride height adjuster for a vehicle operates to rise and the right wheel W2 descends, and the first operation of the vehicle attitude control device (see FIG. 2, 200) described above is operated. The actuator (see FIG. 4 , 110 ) and the second actuator (see FIG. 4 , 120 ) may be implemented while operating to compress and extend, respectively.

27 is a partially enlarged view showing the proximity sensor shown in FIG. 18, and FIG. 28 is a reference view showing a state in which the proximity sensor shown in FIG. 27 detects the ground height of the vehicle.

Referring to FIG. 27 , the vehicle ride height adjusting device 400 includes a proximity sensor 420 that measures the rotation state of the lower arm 140 .

The proximity sensor 420 includes a magnetic plate 421 and a hall sensor 424 .

The magnetic plate 421 is disposed on the outer surface of the second fastening part 142 or the third fastening part 143 of the lower arm 140, and is disposed on the outer surface of the third fastening part 143 in this embodiment. will be described as an example.

The magnetic plate 421 is coupled around the hole (see FIG. 18, 144) through which the lower arm shaft 310 passes on the outer surface of the third fastening part 143, and the upper magnetic plate disposed above the hole 144 A plate 422 and a lower magnetic plate 423 disposed below the hole 144 are included.

At this time, the upper and lower magnetic plates 422 and 423 are spaced apart from each other in the vertical direction with the hole 144 as the center, and are formed in an arc shape of a symmetrical structure.

The Hall sensor 424 is coupled to the outside of the sub frame 130 and is disposed adjacent to the magnetic plate 421 through the sub frame 130 . The Hall sensor 424 includes a first sensor 425 disposed to correspond to one end of the upper magnetic plate 422 and a second sensor 426 disposed to correspond to one end of the lower magnetic plate 423. do.

For example, as shown in FIG. 28(a), when the magnetic plate 421 and the hall sensor 424 do not overlap each other, the lower arm 140 is disposed on the sub frame 130 in a neutral state.

28(b), when the lower arm 140 rotates counterclockwise (bump state) on the sub frame 130, the second sensor 426 overlaps the lower magnetic plate 423. , and the first sensor 425 may be disposed in the separation space 427 between the upper magnetic plate 422 and the lower magnetic plate 423 .

And, as shown in FIG. 28(c), when the lower arm 140 rotates clockwise (rebound state) on the sub frame 130, the first sensor 425 is disposed to overlap the upper magnetic plate 422. and the second sensor 426 may be disposed in the separation space 427 between the upper magnetic plate 422 and the lower magnetic plate 423 .

Of course, the voltage generated when any one of the Hall sensors 424 is arranged to overlap with the magnetic frame 421 can be transmitted to the control unit of the vehicle to determine the bumped or rebounded state of the wheel W, and also the vehicle ground clearance can be determined.

For example, using the linear encoder (see FIG. 18, 330) and the proximity sensor 420 described above, the lower arm 140 and the wheel W are rotated from the sub frame 130 or the vehicle from the reference line in the neutral state. It is also possible to check the height at which the body is relatively elevated.

FIG. 29 is a reference diagram illustrating a process of absorbing shock through the ground height adjusting device shown in FIG. 22 .

29(a) exemplarily shows active shock absorption control (prediction control).

Referring to FIG. 29 (a), when the ground G is scanned through the sensors S provided in the traveling direction of the vehicle V and scanning data according to the shape of the ground G is transmitted to the controller, the controller It is possible to absorb ground impact by actively controlling the ground height through the vehicle ride height adjusting device 400 .

For example, when an unevenness B is detected on the front ground G, the control unit analyzes vehicle speed data and shape or height data of the unevenness B, and then determines whether the wheel W contacts the unevenness B. The wheel W may be raised through the momentary vehicle ride height adjusting device 400 . In addition, the control unit may lower the wheel W through the ground height adjusting device 400 from the highest point of the unevenness B to the point at which the contact between the wheel W and the unevenness B is released in the direction of the ground G. .

In this way, when the ground height of the vehicle is adjusted through the vehicle ride height adjusting device 400, the height of the wheel W changes according to the shape of the ground G, but the height of the body of the vehicle V can be maintained constant, thereby improving ride comfort. There is an effect that can be improved.

29(b) illustrates semi-active shock absorption control by way of example.

Referring to FIG. 29(b) , when the vehicle V contacts the irregularities B while moving, the spring of the shock absorber 300 is compressed while the lower arm 140 rises according to the shape of the irregularities B. do. In addition, the linear encoder measures the compressed distance of the spring of the shock absorber and transmits it to the control unit, and the control unit controls the ride height adjusting device 400 to relax the spring, thereby maintaining a neutral state of the spring. Subsequently, from the highest point of the unevenness B to the point at which the contact between the wheel W and the unevenness B is released in the direction of the ground G, the control unit compresses the tensioned spring through the ground height adjusting device 400, so that the shock absorber The spring of 300 can maintain a neutral state.

In this way, when the amount of compression or tension of the spring is adjusted through the vehicle ride height adjusting device 400, the height change of the body of the vehicle occurs compared to the size at which the height change of the wheel W occurs according to the shape of the ground G Since the size can be reduced, there is an effect of improving ride comfort.

FIG. 30 is a reference view illustrating various embodiments of providing driving force to wheels of the independent wheel control device for a vehicle shown in FIG. 1 .

The independent wheel control device 1 for a vehicle according to the present invention provides a structure capable of independently controlling each wheel W, and a structure for transmitting power to the wheels W can also be applied in various structures.

In FIG. 30( a ), like the structure shown in FIG. 2 , a motor or an engine providing a driving force may be mounted adjacent to the body of the vehicle. At this time, in the case of providing a driving force through a motor, the motor may be mounted on the subframe 130 or an area adjacent thereto, and the driving shaft HS may connect the motor and the wheels W.

30(b) shows a structure in which a motor is mounted on the outside of the subframe 130 as an example of providing a driving force by a motor. For example, a motor (MOTOR) may be mounted in a region between the lower arm 140 and the actuator 110, and the motor and the wheel (W) may be connected to the drive shaft (HS). At this time, the motor (MOTOR) may be mounted on the top of the lower arm 140 or on the outside of the sub frame 130. Therefore, an effect of increasing space utilization inside the subframe 130 can be expected.

30(c) shows a structure in which an in-wheel motor (IW) is applied as an example of providing a driving force by a motor. When the in-wheel motor (IW) is applied, an effect of increasing space utilization can be expected because a drive system such as a rotor and a stator and a brake module are all disposed inside the wheel (W).

Therefore, according to the vehicle posture control device according to an embodiment of the present invention, each wheel can be independently adjusted, so that when applied to a vehicle, various driving modes can be implemented, and the camber of the wheel can be independently adjusted to adjust the vehicle posture. It can be adjusted, and by adjusting the attitude of the vehicle, driving performance and riding comfort can be improved, and by simplifying the structure, the interior space of the vehicle can be increased and weight reduction can be realized.

Although the above has been shown and described as specific embodiments to illustrate the technical idea of the present invention, the present invention is not limited to the same configuration and operation as the specific embodiments as described above, and various modifications do not depart from the scope of the present invention. can be carried out within Accordingly, such modifications are to be regarded as falling within the scope of the present invention, which scope is to be determined by the claims set forth below.

1: Independent wheel control device
100: vehicle steering device
200: posture control device for vehicles
300: vehicle shock absorber
400: vehicle ride height adjustment device

Claims (6)

A subframe connected to the vehicle body;
a lower arm that rotates relative to the subframe in conjunction with the vertical movement of the wheel;
a lower arm shaft forming a rotation axis according to relative rotation of the sub frame and the lower arm; and
A height adjuster selectively adjusting an angle of the lower arm through a compressive force or a tensile force generated when one end of the lower arm shaft rotates,
The height adjuster,
motor and
a reducer for reducing the rotational speed of the motor;
A rocker arm coupled to the output shaft of the reducer and arranged to be rotatable, and having a ball joint provided at a point away from the output shaft;
a torque arm into which a ball joint of the rocker arm is inserted at one side and one end of the lower arm shaft coupled to the other side to rotate the lower arm shaft by rotation of the rocker arm;
a pair of external cams coupled to the lower arm adjacent to both ends of the lower arm shaft and having a plurality of guide grooves formed on an outer circumferential surface thereof to be inclined with respect to the axial direction of the lower arm shaft;
A pair of inner cams provided with a plurality of protrusions inserted into the inclined guide groove and linearly moving on the lower arm shaft so as to be closer to or away from each other according to the rotation of the lower arm;
and a spring that is compressed when the pair of inner cams get closer to each other or is extended when the pair of inner cams move away from each other. The method of claim 1,
The lower arm shaft,
Vehicle ride height adjustment device, characterized in that arranged in parallel with the front / rear direction of the vehicle. delete The method of claim 1,
The height adjuster,
When the torque arm rotates in a first direction, the spring is tensioned and then, in the process of compressing the spring to an initial length to support the weight of the vehicle, the wheel is raised to relatively lower the ground clearance of the vehicle body,
When the torque arm rotates in the second direction, the spring is compressed, and then, in a process in which the spring is extended to an initial length to support the weight of the vehicle, the wheel is lowered to relatively increase the ground clearance of the vehicle body. Vehicle ride height adjustment device. The method of claim 1,
The vehicle ride height adjusting device further comprises a proximity sensor interposed between the lower arm and the subframe to detect an angle between the lower arm or the lower arm shaft and the subframe. The method of claim 5,
The proximity sensor,
a pair of magnetic plates spaced apart from the outside of the lower arm and facing each other around the lower arm shaft;
and a pair of hall sensors coupled to pass through the subframe and detecting a state adjacent to one of the magnetic plates.

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