KR20070009122A - Rear suspension for vehicle - Google Patents

Abstract

A rear wheel suspension of a vehicle is provided to perform the same function with an independent suspension by splitting a torsion beam to left and right sides and connecting through a connecting member, to improve driving stability and riding comfort, and to reduce the toe-out amount. A rear wheel suspension of a vehicle comprises a trailing arm(25) and a torsion member(130). The trailing arm is mounted with a spring(30) and a shock absorber(40). The torsion member is welded with left and right trailing arms on both ends, and composed of a first torsion member(131), a second torsion member(132) and a connecting member. The first torsion member is welded with the left trailing arm on one end, and the second torsion member is welded with the right trailing arm on one end by each torsion bar. The connecting member is a universal joint.

Description

Car Rear Suspension {REAR SUSPENSION FOR VEHICLE}

Figure 1 (a) is a perspective view showing a torsion beam axle suspension used in the rear wheel suspension of a conventional vehicle,

Figure 1 (b) is a rear view of Figure 1 (a),

2 is a perspective view showing another torsion beam axle suspension used in a rear wheel suspension of a conventional vehicle;

3 is a perspective view illustrating a rear wheel suspension of a vehicle according to a first embodiment of the present invention;

4 (a) is a perspective view showing a rear wheel suspension of a vehicle according to a second embodiment of the present invention;

4 (b) is a cross-sectional view taken along line A-A in FIG. 4 (a),

5 (a) is a perspective view showing a rear wheel suspension of a vehicle according to a third embodiment of the present invention;

(B) is sectional drawing which looked at the B-B line | wire in FIG.

Fig. 5 (c) is a sectional view taken along line C-C in Fig. 5 (a).

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

20: left trailing arm, 25: right trailing arm,

30: spring, 40: shock absorber,

110, 120, 130: torsion member, 111: the first torsion member (torsion bar),

112: second torsion member (torsion bar), 116: universal joint,

121, 131: first torsion member (torsion beam), 122, 132: second torsion member (torsion beam),

123, 133: support portion, 124, 134: flange,

125, 135: accommodating part, 126, 136: elastic member (rubber)

128: torsion bar, 137: front rubber,

138: rear rubber.

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle rear wheel suspension device, and in particular a rear wheel suspension device using a torsion member such as a torsion beam or a torsion bar, wherein the torsion member is divided and connected to a connection member such as a universal joint or an elastic member. It is about a suspension device.

Suspension is a device for connecting the axle and the vehicle body so as not to directly transmit the vibration or shock received from the road surface to the vehicle body while driving, to prevent damage to the vehicle body and to ensure the ride comfort and stability of the vehicle.

FIG. 1A is a perspective view illustrating a torsion beam axle suspension used in a rear wheel suspension of a conventional vehicle, and FIG. 1B is a rear view of FIG. 1A.

1 (a) or 1 (b) is a rear wheel suspension of a coupled torsion beam axle (CTBA) type which is a non-independent suspension, as shown in FIG. 1 (a) or 1 (b). The torsion beam axle suspension is composed of a torsion beam 10, a trailing arm 25, a shock absorber 40, a spring 30, and the like.

The torsion beam 10 is formed by bending an iron plate in a U type or a V type, and has a strong torsional stiffness and bending stiffness to maintain the vehicle's posture when centrifugal force is applied when the vehicle is turned, that is, when a roll is applied. Required.

Rear wheel stiffness in vehicle dynamics is an important determinant of steering stability when turning.

Inducing the understeer by reducing the rear wheel stiffness relative to the front wheel is one of the issues of suspension design.

In addition, it is important to control the steering stability by increasing the induction slip angle of the rear toe-in during cornering.

One end of the trailing arm 25 is connected to a vehicle body (not shown) and a bushing, and the other end thereof is connected to a tire wheel (not shown).

In addition, the torsion beam (10) inside the torsion bar (15) made of a metal rod for the rigid reinforcement to further increase the torsion and bending stiffness, the welding arm rigidity of the trailing arm 25 and the torsion bar (15) The reinforcing plate is additionally welded to reinforce.

2 is a perspective view showing another torsion beam axle suspension used in the rear wheel suspension of a conventional vehicle.

The torsion beam axle suspension shown in FIG. 2 is specifically disclosed in Korean Utility Model Publication No. 20-0278494 as a conventional suspension device, and a detailed description thereof will be omitted.

The torsion beam axle suspension shown in FIG. 2 uses only a thick torsion beam 2 without using a torsion bar as compared to the torsion beam axle suspension shown in FIG. 1.

This CTBA type suspension system is a non-independent suspension system, which is simpler in structure than other conventional rear wheel suspension devices, and thus has advantages such as the number of parts, weight, and design, but the weight under the spring (Unsprung Mass) is lower than that of the independent suspension vehicle. Large and less freedom of movement has a disadvantage of bad riding comfort.

In addition, the roll rigidity is large and the rear wheel toe-out (corner stability) occurs when cornering due to the structural characteristics, there is a disadvantage in that the steering stability.

The present invention has been made to solve the above-mentioned problems, by dividing the torsion beam to the left and right, and connecting by using a connecting member, to have the same function as the independent suspension device to improve the steering stability and riding comfort and tow out amount The purpose is to provide a reducing vehicle rear wheel suspension.

In order to achieve the above object, the rear wheel suspension apparatus of the present invention includes: a left trailing arm mounted on a left side of a rear wheel of a vehicle; A right trailing arm mounted on the right side of the rear wheel of the vehicle; A torsion member having both ends coupled to the left and right trailing arms, respectively, the torsion member comprising: a first torsion member coupled to the left trailing arm once; A second torsion member coupled to the right trailing arm once; And a connecting member connecting the other end of the first torsion member and the other end of the second torsion member, wherein the first torsion member and the second torsion member are independently moved by the connection member.

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

The same trailing arms, springs, shock absorbers as in the prior art use the same symbols as in the prior art.

3 is a perspective view illustrating a rear wheel suspension of a vehicle according to a first embodiment of the present invention.

As shown in FIG. 3, the present invention is largely comprised of a trailing arm 25 and a torsion member 110.

3 shows only the right trailing arm 25, and the left trailing arm (not shown) of the same type is formed on the opposite side.

The trailing arm 25 is equipped with a spring 30 and the shock absorber 40, the both ends of the torsion member 110 is welded to the trailing arm 25, respectively, the left and right.

The torsion member 110 includes a first torsion member 111 and a second torsion member 112 and a connection member, and the first torsion member 111 and the second torsion member 112 are torsion bars, respectively. As a torsion bar, one end of the first torsion member 111 is welded to the left trailing arm, and one end of the second torsion member 112 is welded to the right trailing arm 25.

The first torsion member 111 and the second torsion member 112 are connected by the connection member, and the connection member includes a universal joint 116.

In this case, the connection member, that is, the universal joint 116 is preferably located in the center of the torsion member 110.

The universal joint 116 is preferably formed at the other end from the beginning when the first torsion member 111 and the second torsion member 112 are manufactured.

In addition, the first torsion member 111 and the second torsion member 112 are preferably made of torsion bars 111 and 112 having a larger diameter than conventional torsion bars.

As described above, by welding the first and second torsion members 112 and the trailing arm 25 having a larger diameter to each other, the left and right trailing arms 25 can be prevented from rotating to each other to maintain roll rigidity and stabilizer. Can act as a bar.

In addition, by removing the torsion beam existing in the conventional suspension device and by fastening the central portion of the torsion member 110 with the universal joint 116, the structure of the independent suspension device to enable the movement independently of the front and rear forces and the vertical force, respectively. Since the design freedom is higher than that of the non-independent suspension system, and the unsprung mass can be reduced, it can improve the riding comfort and maneuvering stability, and it does not need the torsion beam, thereby reducing the weight and cost.

4 (a) is a perspective view showing the rear wheel suspension of the vehicle according to the second embodiment of the present invention, Figure 4 (b) is a cross-sectional view taken along the line A-A in Figure 4 (a).

As shown in Fig. 4A, the torsion member 120 is different from that of the first embodiment in this second embodiment.

In the torsion member 120 of the second embodiment, as shown in FIG. 4 (a) or FIG. 4 (b), the first torsion member 121 and the second torsion member 122 are torsion beams, respectively. The first torsion member 121 and the second torsion member 122 are connected by a connection member.

The connecting member is composed of an elastic member 126. The elastic member 126 serves as a damper and may use a spring, rubber, silicon, metal, rod, or other elastic member. Member 126 is preferably made of rubber.

The torsion beams 121 and 122, that is, the first torsion member 121 and the second torsion member 122 have a '∧' shape as a triangular shape with an open lower end surface.

At this time, the cross section of the torsion beams 121 and 122 may take the shape of '∩', not just a triangle.

At the other end of the torsion beams 121 and 122, that is, the first torsion member 121 and the second torsion member 122, an accommodation part 125 for receiving the elastic member 126 is formed.

The accommodating part 125 includes a flange 124 surrounding the outer edges of both ends of the elastic member 126, and a support part 123 supporting both ends of the elastic member 126.

The flange 124 surrounds the elastic member 126 so that the elastic member 126 is not separated, and the support part 123 is formed at the end surfaces of the torsion beams 121 and 122 to support both ends of the elastic member 126. .

Although the elastic member 126 may be attached to the supporting portion 123 or the flange 124 by using an adhesive or the like at both ends of the rubber 126, the rubber 126 is vulcanized in the receiving portion 125. It is preferable to strongly bond with the torsion beams 121 and 122 through adhesion.

In addition, a torsion bar 128 is disposed inside the torsion beams 121 and 122, and the torsion bar 128 penetrates the elastic member 126 and the support part 123 to the left and right trailing arms 20. , 25).

At this time, the elastic member 126 is preferably to be located in the central portion of the torsion member 120.

By installing the elastic member 126 made of rubber 126 in the central portion of the torsion member 120 as described above, it is effective to reduce the rear roll stiffness to induce understeer during turning to increase the steering stability, and also the rubber 126 The damping function is used to absorb the transverse shock or the front-rear shock of the vehicle by deformation of the rubber 126, thereby improving the riding comfort.

In addition, by using the flexibility of the rubber 126 as a non-independent suspension device, it exhibits the characteristics of the independent suspension device, thereby improving riding comfort.

5 (a) is a perspective view showing a rear wheel suspension of a vehicle according to a third embodiment of the present invention, Figure 5 (b) is a cross-sectional view taken along the line BB in Figure 5 (a), c) is sectional drawing which looked at the CC line in FIG.

As shown in Fig. 5A, the torsion member 130 is different in the third embodiment from the first and second embodiments.

In the torsion member 130 of the third embodiment, as illustrated in FIG. 5A or 5B, the first torsion member 131 and the second torsion member 132 are torsion beams, respectively. The first torsion member 131 and the second torsion member 132 are connected by a connection member.

The torsion beams 131 and 132 are tubular CTBAs, and are thicker than the torsion beams of the second embodiment.

In the third embodiment, since the elastic member 136 is made of rubber and the receiving part 135 formed of the flange 134 and the support part 133 is the same as the second embodiment, detailed description thereof will be omitted. .

As shown in FIG. 5C, the elastic member 136 is made of rubber 136 having different hardness in the front and rear direction of the vehicle.

The rubber 136 includes a front rubber 137 disposed in the front direction of the vehicle and a rear rubber 138 disposed in the rear direction of the vehicle.

At this time, the front rubber 137 is preferably lower in hardness than the rear rubber 138.

The rubber 136, which is the elastic member 136, is preferably positioned at the center of the torsion member 130.

In the third embodiment having the above configuration, in addition to the effect of the second embodiment, since the front rubber 137 disposed in the front direction of the vehicle has a lower hardness than the rear rubber 138 disposed in the rear direction of the vehicle, the rear wheel toe-out The amount can be reduced to improve the steering stability.

The vehicle rear wheel suspension device of the present invention is not limited to the above-described embodiments, and may be variously modified and implemented within the range in which the technical idea of the present invention is permitted.

According to the vehicle rear wheel suspension of the present invention as described above has the following advantages.

First, by connecting the first torsion member and the second torsion member by using the connection member, the non-independent suspension can be converted into an independent suspension device, it is possible to improve the riding comfort and steering stability.

Second, since the first torsion member and the second torsion member are made of a torsion bar, the torsion beam used in the prior art is not necessary, thereby reducing weight and cost.

Third, by making the connecting member consist of universal joint, it is possible to move independently of front and rear force and vertical force, so it has a structure of independent suspension, so design freedom is higher and unsprung mass can be reduced compared to non-independent suspension. And can improve the steering stability.

Fourth, the first torsion member and the second torsion member are made of a torsion beam, and the connecting member is made of an elastic member having elasticity, thereby reducing roll stiffness of the rear wheels so that the understeer flows during turning to improve steering stability.

Fifth, by disposing the torsion bar in the torsion beam, it is possible to prevent the separation of the elastic member, to remove the excessive flexibility caused by the elastic member to have a proper roll rigidity.

Sixth, by forming the receiving portion, it is possible to prevent the elastic member from being separated out.

Seventh, by making the elastic member made of rubber, it has a damping function in the nature of the rubber to absorb the transverse impact or front and rear impact of the vehicle by the deformation of the rubber to improve the riding comfort.

In addition, the non-independent suspension device, using the flexibility of the rubber exhibits the characteristics of the independent suspension device has the effect of improving the riding comfort.

Eighth, by making the elastic member made of rubber having a different hardness in the front and rear direction of the vehicle, it is possible to adjust the amount of the rear wheel toe-out to improve the steering stability.

Ninth, by reducing the hardness of the front rubber disposed in the vehicle front direction lower than the hardness of the rear rubber disposed in the vehicle rear direction, the amount of rear wheel toe-out can be reduced and the steering stability can be improved.

Claims (9)

A left trailing arm mounted on the left side of the rear wheel of the vehicle; A right trailing arm mounted on the right side of the rear wheel of the vehicle; Both ends are made of a torsion member respectively coupled to the left and right trailing arms, The torsion member, A first torsion member coupled to the left trailing arm once; A second torsion member coupled to the right trailing arm once; It comprises a connecting member for connecting the other end of the first torsion member and the other end of the second torsion member, And the first torsion member and the second torsion member each independently move by the connection member. The method of claim 1, And the first torsion member and the second torsion member each comprise a torsion bar. The method according to claim 1 or 2, The connecting member is a rear wheel suspension of the vehicle, characterized in that made of a universal joint. The method of claim 1, The first torsion member and the second torsion member are each made of a torsion beam, The connecting member is a rear wheel suspension of the vehicle, characterized in that made of an elastic member having elasticity. The method of claim 4, wherein The torsion member, And a torsion bar disposed inside the torsion beam and coupled to the left and right trailing arms through the elastic member, respectively. The method according to claim 4 or 5, The torsion beam is provided with a receiving portion for receiving the elastic member, The accommodating part is a rear wheel suspension of a vehicle, characterized in that consisting of a support portion for supporting both ends of the elastic member and the outer edge of the elastic member. The method according to claim 4 or 5, The rear wheel suspension of the vehicle, characterized in that the elastic member is made of rubber. The method of claim 7, wherein The elastic member is a rear wheel suspension of the vehicle, characterized in that made of rubber with a different hardness in the vehicle front and rear direction. The method of claim 8, The rubber is made of a front rubber disposed in the front direction of the vehicle and a rear rubber disposed in the rear direction of the vehicle, The front rubber suspension of the vehicle, characterized in that the hardness is lower than the rear rubber.

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