KR20050122947A - Turn driving stability improvement system of rear wheel - Google Patents
Turn driving stability improvement system of rear wheel Download PDFInfo
- Publication number
- KR20050122947A KR20050122947A KR1020040048637A KR20040048637A KR20050122947A KR 20050122947 A KR20050122947 A KR 20050122947A KR 1020040048637 A KR1020040048637 A KR 1020040048637A KR 20040048637 A KR20040048637 A KR 20040048637A KR 20050122947 A KR20050122947 A KR 20050122947A
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- KR
- South Korea
- Prior art keywords
- bushing
- guide bracket
- toelink
- knuckle
- turning
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/40—Indexing codes relating to the wheels in the suspensions
- B60G2200/462—Toe-in/out
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/40—Type of actuator
- B60G2202/42—Electric actuator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/15—Mounting of subframes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/41—Elastic mounts, e.g. bushings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/422—Links for mounting suspension elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/43—Fittings, brackets or knuckles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/40—Steering conditions
- B60G2400/41—Steering angle
Abstract
본 발명은 후륜의 선회안정성 향상장치에 관한 것으로, 차폭방향으로 배치되면서 일단이 너클결합부(N)를 통해 차륜(W)의 너클(1)측 하단부에 회동가능하게 결합되는 토링크(13)와, 차체의 전후방향으로 배치되면서 그 중간부위가 상기 토링크(13)의 선단에 일체로 결합되는 토링크부싱(51)과, 상기 너클결합부(N)를 중심으로 회전하는 토링크(13)의 회전궤적(R)상에 위치하도록 리어서브프레임(71)에 고정설치되어 상기 토링크부싱(51)의 상하방향 이동을 가이드하는 종방향가이드브라켓트(53)와, 상기 종방향가이드브라켓트(53)로부터 돌출된 토링크부싱(51)의 외주면을 감싸면서 상기 토링크부싱(51)이 회전궤적(R)을 따라 상하방향으로 이동할 때 토링크부싱(51)의 좌우방향 이동을 가이드하는 횡방향가이드브라켓트(55)와, 상기 리어서브프레임(71)에 고정설치되면서 조향각센서(22)로부터 신호를 받는 콘트롤러(23)의 제어에 따라 상기 횡방향가이드브라켓트(55)를 승하강시키도록 작동하는 액추에이터(57)로 구성되어져, 차량의 선회주행시 외륜측에 발생되는 토인현상을 통해 언더 스티어의 특성을 갖도록 함으로써, 선회안정성이 향상되도록 된 것이다.The present invention relates to a device for improving the swing stability of the rear wheels, the toe links 13 being rotatably coupled to the lower end of the knuckle (1) side of the wheel (W) through the knuckle engaging portion (N). And a tolink bushing 51 which is disposed in the front-rear direction of the vehicle body and whose intermediate portion is integrally coupled to the front end of the toric link 13, and the torque 13 which rotates about the knuckle coupling portion N. A longitudinal guide bracket 53 which is fixed to the rear frame 71 so as to be positioned on the rotational trajectory R and guides the vertical movement of the toelink bushing 51, and the longitudinal guide bracket ( Transversely to guide the left and right movement of the to-link bushing 51 when the to-link bushing 51 moves up and down along the rotational trajectory R while wrapping the outer circumferential surface of the to-link bushing 51 protruding from the 53. It is fixed to the direction guide bracket (55) and the rear frame (71) It is composed of an actuator (57) which operates to raise and lower the lateral guide bracket (55) under the control of the controller (23), which receives a signal from the steering angle sensor (22), By making the understeer characteristic through toe-in phenomenon, turning stability is improved.
Description
본 발명은 후륜의 선회안정성 향상장치에 관한 것으로, 특히 선회주행시 선회외륜측에 결합된 토링크의 위치가 가변될 때 선회외륜에 토아웃(toe-out)현상이 발생되는 것을 예방함으로써, 보다 안정된 선회성을 확보할 수 있도록 하는 후륜의 선회안정성 향상장치에 관한 것이다.The present invention relates to an apparatus for improving the swing stability of a rear wheel, and more particularly, by preventing the occurrence of a toe-out phenomenon on the outer ring when the position of the tolink coupled to the outer ring of the swing is changed during turning. The present invention relates to a turning stability improving device for rear wheels that can secure turning characteristics.
일반적으로, 차량에 사용되는 현가장치(suspension system)는 주행할 때 노면에서 받는 진동이나 충격이 차체에 직접 전달되지 않도록 하여 차체나 화물의 손상을 방지하고 승차감을 좋게 하는 장치로서, 토링크(toe link)를 사용하는 리어현가장치의 일반적인 구조는 도 1에 도시된 바와 같다.In general, a suspension system used in a vehicle is a device that prevents the vibration or shock received from the road surface to be directly transmitted to the vehicle body to prevent damage to the vehicle body or cargo and improves ride comfort. The general structure of the rear suspension using the link is shown in FIG.
즉, 리어현가장치는 차체의 폭방향으로 가로질러 설치되는 리어크로스멤버 및 이 리어크로스멤버의 양단에 용접결합되는 리어서브프레임이 구비되어짐은 물론, 차폭방향을 가로지르도록 배치되면서 양단측과 근접된 소정부위는 상기 리어서브프레임과 결합되고 양단은 좌우측륜(W)의 너클(1)과 결합됨으로써 설치되는 스태빌라이저(11)와, 상기 리어서브프레임으로부터 좌우측륜(W)의 너클(1)을 연결하도록 설치되는 래터럴링크(12)와, 상기 스태빌라이저(11)로부터 이격된 차체의 후방으로 배치되면서 일단이 너클(1)측으로 결합되는 토링크(13)와, 일단은 상기 토링크(13)의 선단에 부싱을 매개로 회동가능하게 결합되고 타단은 액추에이터(21)와 동력전달이 가능하도록 결합되며 중간의 소정부위는 상기 리어서브프레임과 회전중심의 역할을 하도록 결합되는 토링크콘트롤레버(14)와, 차체의 길이방향(전후방향)으로 배치되면서 일단은 상기 너클(1)측에 결합되고 타단은 사이드프레임측에 결합되는 트레일링암(15)등으로 구성된다.That is, the rear suspension device is provided with a rear cross member installed in the width direction of the vehicle body and a rear frame welded to both ends of the rear cross member, as well as arranged to cross the vehicle width direction and close to both ends. The predetermined portion is coupled to the rear frame and both ends are stabilizer 11 is installed by engaging with the knuckle 1 of the left and right wheels (W), and the knuckle (1) of the left and right wheels (W) from the rear frame The lateral link 12 which is installed to connect, the rear link 13 is disposed to the rear of the vehicle body spaced apart from the stabilizer 11, one end is coupled to the knuckle 1 side, and one end of the torlink 13 Rotatingly coupled to the front end through the bushing, the other end is coupled to the actuator 21 to enable power transmission, and a predetermined portion of the middle is coupled to act as the center of rotation with the reservoir frame. While being arranged in the soil link control lever 14, the longitudinal direction of the vehicle body (front and back direction) to one end is coupled to the side of the knuckle (1), the other end is composed of a trail ringam 15 or the like coupled to the side frame side.
또한, 리어현가장치는 어퍼암(16)과 코일스프링(17) 및 쇽업소버(18)를 함께 포함하여 구성된다.In addition, the rear suspension includes the upper arm 16, the coil spring 17, and the shock absorber 18 together.
여기서, 상기 액추에이터(21)는 조향각센서(22)의 신호를 전달받는 콘트롤러(23)에 의해 작동이 제어되는 구성으로 되어 있다.Here, the actuator 21 has a configuration in which the operation is controlled by the controller 23 receiving the signal from the steering angle sensor 22.
그리고, 상기 토링크(13)와 상기 토링크콘트롤레버(14)의 결합부는 이하 부싱결합부(A)라 칭하고, 또한 회전중심의 역할을 수행하기 위해 상기 리어서브프레임과 결합되는 토링크콘트롤레버(14)의 중간부위는 이하 프레임결합부(B)라고 명명한다.In addition, the coupling portion of the torink 13 and the toric link control lever 14 is referred to as a bushing coupling portion (A), and is also coupled to the torre control frame coupled to the reservoir frame to serve as a center of rotation. The middle part of (14) is hereinafter referred to as frame coupling part (B).
따라서, 차량의 직진주행시에는 콘트롤러(23)의 제어를 받는 액추에이터(21)가 구동을 하지 않게 됨으로써, 상기 토링크(13)와 상기 토링크콘트롤레버(14)를 연결하는 부싱결합부(A)는 도 2에 도시된 바와 같이 상기 토링크(13)와 너클(1)을 연결하는 너클결합부(N)와 횡방향으로 동일한 선상에 존재하게 되며, 이로 인해 상기 토링크(13)는 노면으로부터 최대한 낮은 위치에 존재하게 되어, 직진주행중인 차량은 보다 안정된 직진성을 확보할 수 있게 된다.Therefore, the actuator 21 under the control of the controller 23 is not driven when the vehicle travels straight, so that the bushing coupling part A connecting the torque 13 and the torque control 14 is driven. 2 is on the same line in the transverse direction with the knuckle coupling portion (N) connecting the tolink 13 and the knuckle 1 as shown in FIG. By being at the lowest possible position, the vehicle traveling straight can ensure a more stable straightness.
또한, 차량의 선회주행시에는 콘트롤러(23)의 제어에 의해 선회외륜에 해당하는 차륜(W)쪽의 액추에이터(21)가 구동되어지고, 이의 동력을 전달받은 토링크콘트롤레버(14)는 도 3에 도시된 바와 같이 프레임결합부(B)를 중심으로 하여 일방향으로 회전되어지게 된다.In addition, at the time of turning the vehicle, the actuator 21 on the side of the wheel W corresponding to the turning outer ring is driven by the control of the controller 23, and the torque link lever 14 receiving the power thereof is shown in FIG. 3. As shown in the frame coupling portion (B) is to be rotated in one direction.
이에 따라, 상기 부싱결합부(A)는 너클결합부(N)보다 차체의 상방향으로 더 높은 위치에 존재하게 된다.Accordingly, the bushing coupling portion (A) is present in a higher position of the vehicle body than the knuckle coupling portion (N).
상기와 같은 상태에서, 선회외륜에 해당하는 차륜(W)에 도 4에 도시된 바와 같이 범프(bump)현상이 발생되면 너클결합부(N)가 차체의 상방향으로 상승이동됨에 따라, 선회외륜에 해당하는 차륜(W)에는 도 5에 도시된 바와 같이 토인(toe-in)현상이 발생하게 된다.In the above state, when a bump phenomenon occurs in the wheel W corresponding to the turning outer ring as shown in FIG. 4, as the knuckle coupling portion N moves upward in the upward direction of the vehicle body, the turning outer ring A toe-in phenomenon occurs in the wheel W corresponding to FIG. 5.
이와 같이, 차량의 선회주행시 선회외륜에 해당하는 차륜(W)에 토인현상이 발생되어지면, 상기 차륜(W)은 언더 스티어(under steer)의 특성을 갖게 됨으로써, 선회주행중인 차량은 보다 안정된 선회성을 확보할 수 있게 된다.As such, when toe phenomenon occurs in the wheel W corresponding to the turning outer ring during the turning of the vehicle, the wheel W has the characteristics of an under steer, so that the turning vehicle is more stable in the turning. The castle can be secured.
그러나, 실차에서는 차량의 선회주행시 선회외륜에 해당하는 차륜(W)쪽의 부싱결합부(A)가 도 6에 도시된 바와 같이 상승이동을 할 때, 상기 부싱결합부(A)는 차체의 중심방향 즉 내측방향으로 끌려들어오게 되고, 동시에 토링크(13) 및 너클결합부(N)도 동일한 길이만큼 차의 내측방향으로 이동되어지게 된다.However, in the actual vehicle, when the bushing coupling portion A on the wheel W side corresponding to the turning outer ring when the vehicle rotates is moved upward as shown in FIG. 6, the bushing coupling portion A is the center of the vehicle body. It is drawn in the direction, that is, the inner direction, and at the same time the toelink 13 and the knuckle coupling portion (N) are also moved inward of the vehicle by the same length.
이와 같은, 너클결합부(N)의 이동은 결국 선회외륜의 차륜(W)에 정캠버(positive camber)를 발생시키게 되고, 이를 위에서 바라보게 되면 선회외륜의 차륜(W)에는 도 7에 도시된 바와 같이 토아웃(toe-out)현상이 발생하게 된다.As such, the movement of the knuckle coupling portion N eventually generates a positive camber on the wheel W of the turning outer ring, and when viewed from above, the wheel W of the turning outer ring is shown in FIG. 7. Toe-out phenomenon occurs.
따라서, 차량의 선회주행시 상기 차륜(W)은 오버 스티어(over steer)의 특성을 갖게 됨으로써, 선회안정성이 나빠지게 되는 문제점으로 발전하게 된다.Therefore, the wheels W have a characteristic of oversteer when turning the vehicle, thereby developing a problem in that turning stability becomes worse.
이에 본 발명은 상기와 같은 문제점을 해소하기 위해 안출된 것으로, 차량의 선회주행시 선회외륜쪽에 결합된 토링크가 차체의 내측방향으로 끌려들어오게 되는 것을 예방할 수 있도록 하여, 선회외륜에 해당하는 차륜에 정캠버현상 및 토아웃현상이 발생되지 않도록 함으로써, 보다 안정된 선회성을 확보할 수 있도록 하는 후륜의 선회안정성 향상장치를 제공함에 그 목적이 있다.Accordingly, the present invention has been made in order to solve the above problems, it is possible to prevent the toggling coupled to the turning outer ring side to the inner side of the vehicle body when turning the vehicle to drive, the wheel corresponding to the turning outer ring It is an object of the present invention to provide an apparatus for improving the swing stability of the rear wheels to ensure more stable swingability by preventing static camber phenomenon and toe-out phenomenon.
상기와 같은 목적을 달성하기 위한 본 발명은, 차폭방향으로 배치되면서 일단이 너클결합부를 통해 차륜의 너클측 하단부에 회동가능하게 결합되는 토링크와, 차체의 전후방향으로 배치되면서 그 중간부위가 상기 토링크의 선단에 일체로 결합되는 토링크부싱과, 상기 너클결합부를 중심으로 회전하는 토링크의 회전궤적상에 위치하도록 리어서브프레임에 고정설치되어 상기 토링크부싱의 상하방향 이동을 가이드하는 종방향가이드브라켓트와, 상기 종방향가이드브라켓트로부터 돌출된 토링크부싱의 외주면을 감싸면서 상기 토링크부싱이 회전궤적을 따라 상하방향으로 이동할 때 토링크부싱의 좌우방향 이동을 가이드하는 횡방향가이드브라켓트와, 상기 리어서브프레임에 고정설치되면서 조향각센서로부터 신호를 받는 콘트롤러의 제어에 따라 상기 횡방향가이드브라켓트를 승하강시키도록 작동하는 액추에이터로 구성되는 것을 특징으로 한다.The present invention for achieving the above object is, while being disposed in the vehicle width direction, one end is rotatably coupled to the knuckle side lower end of the wheel through the knuckle coupling portion, and the middle portion thereof is arranged in the front and rear direction of the vehicle body; A torque bushing integrally coupled to the distal end of the toelink and a longitudinal guide fixed to the rear frame so as to be positioned on a rotational trajectory of the toelink rotating around the knuckle coupling portion to guide the vertical movement of the toelink bushing A directional guide bracket and a lateral guide bracket for guiding the left and right movements of the toric bushing when the toric bushing moves up and down along a rotational trajectory while covering the outer circumferential surface of the toric bushing protruding from the longitudinal guide bracket; Under the control of the controller that is fixed to the rear frame and receives a signal from the steering angle sensor It is characterized by consisting of an actuator that operates to raise and lower the lateral guide bracket.
이하 본 발명의 실시예를 첨부된 예시도면을 참조로 상세히 설명한다.Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
도 8은 본 발명에 따른 선회안정성 향상장치를 설명하기 위한 개략적인 구성도이고, 도 9는 도 8의 Ⅰ-Ⅰ선 부분단면도로서, 종래 구조와 동일한 부위에는 동일한 참조부호를 붙이면서 설명하기로 한다.FIG. 8 is a schematic configuration diagram for explaining a turning stability improving apparatus according to the present invention, and FIG. 9 is a partial sectional view taken along the line I-I of FIG. 8, with the same reference numerals being attached to the same parts as the conventional structure. .
본 발명에 따라 토링크(toe link)를 사용하는 리어현가장치는 도 1을 참조로 전술하였던 바와 같이, 차체의 폭방향으로 가로질러 설치되는 리어크로스멤버 및 이 리어크로스멤버의 양단에 용접결합되는 리어서브프레임이 구비되어짐은 물론, 차폭방향을 가로지르도록 배치되면서 양단측과 근접된 소정부위는 상기 리어서브프레임과 결합되고 양단은 좌우측륜(W)의 너클(1)과 결합됨으로써 설치되는 스태빌라이저(11)와, 상기 리어서브프레임으로부터 좌우측륜(W)의 너클(1)을 연결하도록 설치되는 래터럴링크(12)와, 상기 스태빌라이저(11)로부터 이격된 차체의 후방으로 배치되면서 일단이 너클(1)측으로 결합되는 토링크(13)등으로 구성된다.According to the present invention, a rear suspension device using a toe link is welded to both the rear cross members and the rear cross members which are installed across the width direction of the vehicle body as described above with reference to FIG. 1. As well as a rear subframe, a predetermined portion adjacent to both ends while being disposed to cross the vehicle width direction is combined with the rear subframe, and both ends are installed by engaging with the knuckle 1 of the left and right wheels (W). (11), the lateral link 12 is installed to connect the knuckle (1) of the left and right wheels (W) from the rear frame and the rear end of the vehicle body spaced apart from the stabilizer (11) It is composed of a toelink 13 and the like coupled to the 1) side.
또한, 리어현가장치는 차체의 길이방향(전후방향)으로 배치되면서 일단은 상기 너클(1)측에 결합되고 타단은 사이드프레임측에 결합되는 트레일링암(15)과, 어퍼암(16), 코일스프링(17) 및 쇽업소버(18)를 함께 포함하여 구성된다.In addition, the rear suspension is arranged in the longitudinal direction (front and rear direction) of the vehicle body, one end is coupled to the knuckle (1) side, the other end is coupled to the side frame side, the upper arm (16), the coil It is comprised by including the spring 17 and the shock absorber 18 together.
여기서, 상기 너클(1)과 상기 토링크(13)의 결합부는 너클결합부(N)라고 명명한다.Here, the coupling portion of the knuckle (1) and the toelink 13 is called a knuckle coupling portion (N).
한편, 본 발명에 따른 선회안정성 향상장치는 상기 토링크(13)를 포함함은 물론 도 8과 도 9에 도시된 바와 같이, 차체의 전후방향으로 배치되면서 그 중간부위가 상기 토링크(13)의 선단에 일체로 결합되는 토링크부싱(51)과, 상기 너클결합부(N)를 중심으로 회전하는 토링크(13)의 회전궤적(R)상에 위치하도록 리어서브프레임(71)에 고정설치되어 상기 토링크부싱(51)의 상하방향 이동을 가이드하는 종방향가이드브라켓트(53)와, 상기 종방향가이드브라켓트(53)로부터 돌출된 토링크부싱(51)의 외주면을 감싸면서 상기 토링크부싱(51)이 회전궤적(R)을 따라 상하방향으로 이동할 때 토링크부싱(51)의 좌우방향 이동을 가이드하는 횡방향가이드브라켓트(55)와, 상기 리어서브프레임(71)에 고정설치되면서 조향각센서(22)로부터 신호를 받는 콘트롤러(23)의 제어에 따라 상기 횡방향가이드브라켓트(55)를 승하강시키도록 작동하는 액추에이터(57)로 구성된다.Meanwhile, the turning stability improving device according to the present invention includes the torlink 13 as well as shown in FIGS. 8 and 9, while the middle portion thereof is disposed in the front and rear directions of the vehicle body. Fixed to the rear frame 71 so as to be located on the rotation trajectory (R) of the toelink 13 that rotates about the knuckle coupling portion (N) and integrally coupled to the front end of the The toelink is installed while surrounding the outer circumferential surface of the longitudinal guide bracket 53 and the toe guide bushing 51 protruding from the longitudinal guide bracket 53 to guide the vertical movement of the toelink bushing 51. When the bushing 51 is moved in the up and down direction along the rotation trajectory R, the lateral guide bracket 55 for guiding the left and right movements of the toelink bushing 51 and the rear frame 71 are fixedly installed. According to the control of the controller 23 which receives a signal from the steering angle sensor 22 It consists of an actuator (57) that operates to raise and lower the lateral guide bracket (55).
여기서, 상기 액추에이터(21)는 조향각센서(22)의 신호를 전달받는 콘트롤러(23)에 의해 작동이 제어되는 구성으로 되어 있다.Here, the actuator 21 has a configuration in which the operation is controlled by the controller 23 receiving the signal from the steering angle sensor 22.
그리고, 상기 종방향가이드브라켓트(53)에는 상기 토링크(13)의 회전궤적(R)과 동일한 궤적을 갖는 안내홈(53a)이 형성되는데, 상기 안내홈(53a)으로는 상기 토링크부싱(51)의 일단이 안내홈(53a)을 따라 이동가능하도록 끼워지는 구조로 되어 있다.In addition, the longitudinal guide bracket 53 is formed with a guide groove 53a having the same trajectory as the rotational trajectory R of the toelink 13, and the guide groove 53a includes the torque bushing ( One end of the 51 is fitted to be movable along the guide groove 53a.
또한, 상기 종방향가이드브라켓트(53)는 안내홈(53a)의 중간부위가 차량의 직진주행시 상기 토링크(13)의 수평방향 연장선과 교차하도록 리어서브프레임(71)상에 고정설치되어 진다.In addition, the longitudinal guide bracket 53 is fixed to the rear frame 71 so that the intermediate portion of the guide groove 53a intersects the horizontal extension line of the toelink 13 when the vehicle travels straight.
따라서, 차량의 직진주행시에는 콘트롤러(23)의 제어를 받는 액추에이터(57)가 구동을 하지 않게 됨으로써, 상기 토링크부싱(51)은 너클결합부(N)와 함께 토링크(13)의 수평방향 연장선상에 고정된 형태로서 존재하게 되며, 이로 인해 상기 토링크(13)는 노면으로부터 최대한 낮은 위치에 존재하게 되어, 직진주행중인 차량은 보다 안정된 직진성을 확보할 수 있게 된다.Therefore, the actuator 57 under the control of the controller 23 is not driven when the vehicle travels straight, so that the torque bushing 51 moves together with the knuckle coupling part N in the horizontal direction of the torque 13. It is present in a fixed form on the extension line, the torque 13 is present in the position as low as possible from the road surface, the vehicle running in a straight line can ensure a more stable straightness.
또한, 차량의 선회주행시에는 콘트롤러(23)의 제어에 의해 선회외륜에 해당하는 차륜(W)쪽의 액추에이터(57)가 구동되어지고, 이의 동력을 전달받은 횡방향가이드브라켓트(55)는 도 10에 도시된 바와 같이 수직한 방향으로 상승이동을 하게 된다.In addition, at the time of turning the vehicle, the actuator 57 on the side of the wheel W corresponding to the turning outer ring is driven by the control of the controller 23, and the lateral guide bracket 55 receiving the power thereof is shown in FIG. As shown in the figure, the upward movement is performed in the vertical direction.
이에 따라, 토링크부싱(51)은 종방향가이드브라켓트(53)에 형성된 안내홈(53a)을 따라 승강이동되어 고정된 형태로서 존재하게 되며, 이로 인해 상기 토링크부싱(51)은 너클결합부(N)보다 차체의 상방향으로 더 높은 위치에 존재하게 된다.Accordingly, the toelink bushing 51 is moved up and down along the guide groove 53a formed in the longitudinal guide bracket 53 to exist as a fixed form, whereby the toelink bushing 51 is the knuckle coupling portion. It is present at a higher position of the vehicle body than (N).
그리고, 상기와 같이 토링크부싱(51)이 너클결합부(N)보다 차체의 상방향으로 더 높은 위치에 존재하는 상태에서, 선회외륜에 해당하는 차륜(W)에 도 4에 도시된 바와 같이 범프(bump)현상이 발생되면 너클결합부(N)가 차체의 상방향으로 상승이동됨에 따라, 선회외륜에 해당하는 차륜(W)에는 도 5에 도시된 바와 같이 토인(toe-in)현상이 발생하게 된다.And, as shown in FIG. 4 in the wheel W corresponding to the turning outer ring in the state in which the toelink bushing 51 is present at a higher position of the vehicle body than the knuckle coupling portion N as described above. As a bump phenomenon occurs, as the knuckle coupling portion N moves upwards of the vehicle body, a toe-in phenomenon occurs in the wheel W corresponding to the turning outer ring as shown in FIG. 5. Will occur.
이와 같이, 차량의 선회주행시 선회외륜에 해당하는 차륜(W)에 토인현상이 발생되어지면, 상기 차륜(W)은 언더 스티어(under steer)의 특성을 갖게 됨으로써, 선회주행중인 차량은 보다 안정된 선회성을 확보할 수 있게 된다.As such, when toe phenomenon occurs in the wheel W corresponding to the turning outer ring during the turning of the vehicle, the wheel W has the characteristics of an under steer, so that the turning vehicle is more stable in the turning. The castle can be secured.
한편, 본 발명의 실시예는 차량의 선회주행시 선회외륜에 해당하는 차륜(W)쪽의 토링크부싱(51)이 액츄에이터(57)의 구동에 의해 횡방향브라켓트(55)와 함께 승강이동될 때, 토링크(13) 및 너클결합부(N)가 차체의 내측방향으로 끌려들어오는 이동이 발생되지 않게 됨으로써, 선회외륜에 해당하는 차륜(W)에 정캠버(positive camber)의 현상이 발생되지 않게 되고, 이에 따라 토아웃(toe-out)현상도 발생되지 않게 된다.On the other hand, the embodiment of the present invention when the towing bushing 51 on the side of the wheel (W) corresponding to the turning outer ring when the vehicle is turning, the lifting and moving with the lateral bracket 55 by the drive of the actuator (57) The tow 13 and the knuckle coupling portion N are not drawn to the inside of the vehicle body so that the movement does not occur, so that the phenomenon of the positive camber does not occur in the wheel W corresponding to the turning outer ring. As a result, no toe-out phenomenon occurs.
따라서, 본 발명은 선회외륜의 차륜(W)에 오버 스티어(over steer)의 특성이 나타나지 않게 됨으로써, 선회안정성이 향상되는 잇점이 있게 된다.Therefore, the present invention is advantageous in that the turning stability is improved by not exhibiting the characteristics of the oversteer on the wheel W of the turning outer ring.
이상 설명한 바와 같이 본 발명에 의한 리어현가장치는, 차량의 선회주행시 외륜측에 발생되는 토인현상을 통해 언더 스티어의 특성을 갖도록 함으로써, 선회안정성이 향상되는 효과가 있게 된다.As described above, the rear suspension device according to the present invention has the effect of understeer through toe phenomenon occurring on the outer ring side when the vehicle is turning, thereby improving turning stability.
도 1은 일반적인 차량의 리어현가장치를 설명하기 위한 개략적인 구성도,1 is a schematic configuration diagram for explaining a rear suspension of a typical vehicle;
도 2는 종래 구조에서 차량의 직진주행시 토링크의 거동상태를 보여주기 위한 개략적인 개념도,FIG. 2 is a schematic conceptual view illustrating the behavior of a tolink when driving a vehicle in a conventional structure; FIG.
도 3은 종래 구조에서 차량의 선회주행시 선회외륜측에 결합된 토링크의 거동상태를 보여주기 위한 개략적인 개념도,FIG. 3 is a schematic conceptual view illustrating a behavior of a tolink coupled to a turning outer ring side when turning a vehicle in a conventional structure; FIG.
도 4는 도 3의 상태에서 범프현상이 발생될 때 선회외륜측에 결합된 토링크의 거동상태를 보여주기 위한 개략적인 개념도,FIG. 4 is a schematic conceptual view illustrating a behavior of a tolink coupled to a turning outer ring when a bump phenomenon occurs in the state of FIG. 3; FIG.
도 5는 도 4의 상태를 위에서 바라본 평면도,5 is a plan view from above of the state of FIG. 4;
도 6과 도 7은 차량의 선회주행시 선회외륜에 정캠버현상 및 토아웃현상이 발생되는 상태를 설명하기 위한 개략적인 개념도,6 and 7 are schematic conceptual diagrams for explaining a state in which the positive camber phenomenon and the toout phenomenon occurs in the turning outer ring when the vehicle is turning,
도 8은 본 발명에 따른 선회안정성 향상장치를 설명하기 위한 개략적인 구성도,8 is a schematic configuration diagram for explaining an apparatus for improving turning stability according to the present invention;
도 9는 도 8의 Ⅰ-Ⅰ선 부분단면도,9 is a partial cross-sectional view taken along line II of FIG. 8;
도 10은 본 발명에 따른 선회안정성 향상장치의 작동상태를 설명하기 위한 구성도이다.10 is a configuration diagram for explaining the operating state of the swing stability improving apparatus according to the present invention.
Claims (3)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020040048637A KR100633903B1 (en) | 2004-06-26 | 2004-06-26 | turn driving stability improvement system of rear wheel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020040048637A KR100633903B1 (en) | 2004-06-26 | 2004-06-26 | turn driving stability improvement system of rear wheel |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR20050122947A true KR20050122947A (en) | 2005-12-29 |
| KR100633903B1 KR100633903B1 (en) | 2006-10-16 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1020040048637A KR100633903B1 (en) | 2004-06-26 | 2004-06-26 | turn driving stability improvement system of rear wheel |
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| Country | Link |
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| KR (1) | KR100633903B1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100897085B1 (en) * | 2007-12-13 | 2009-05-14 | 현대자동차주식회사 | Bump toe control apparatus of vehicle |
| KR20120032340A (en) * | 2010-09-28 | 2012-04-05 | 현대자동차주식회사 | Active geometry control suspension system |
| KR20120058148A (en) * | 2010-11-29 | 2012-06-07 | 현대자동차주식회사 | Actuating device for active geometry control suspension system |
| US8505939B2 (en) | 2011-09-08 | 2013-08-13 | Hyundai Motor Company | Coupled torsion beam axle |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100962208B1 (en) | 2008-10-24 | 2010-06-10 | 현대자동차주식회사 | Apparatus for controlling rear wheel toe angle for vehicle |
-
2004
- 2004-06-26 KR KR1020040048637A patent/KR100633903B1/en not_active IP Right Cessation
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100897085B1 (en) * | 2007-12-13 | 2009-05-14 | 현대자동차주식회사 | Bump toe control apparatus of vehicle |
| KR20120032340A (en) * | 2010-09-28 | 2012-04-05 | 현대자동차주식회사 | Active geometry control suspension system |
| KR20120058148A (en) * | 2010-11-29 | 2012-06-07 | 현대자동차주식회사 | Actuating device for active geometry control suspension system |
| US8505939B2 (en) | 2011-09-08 | 2013-08-13 | Hyundai Motor Company | Coupled torsion beam axle |
Also Published As
| Publication number | Publication date |
|---|---|
| KR100633903B1 (en) | 2006-10-16 |
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