KR20070063882A - Camber control system of vehicle - Google Patents

Camber control system of vehicle Download PDF

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Publication number
KR20070063882A
KR20070063882A KR1020050124159A KR20050124159A KR20070063882A KR 20070063882 A KR20070063882 A KR 20070063882A KR 1020050124159 A KR1020050124159 A KR 1020050124159A KR 20050124159 A KR20050124159 A KR 20050124159A KR 20070063882 A KR20070063882 A KR 20070063882A
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South Korea
Prior art keywords
camber
cylinder
motor vehicle
control system
shock absorber
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KR1020050124159A
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Korean (ko)
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우승훈
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현대자동차주식회사
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Priority to KR1020050124159A priority Critical patent/KR20070063882A/en
Publication of KR20070063882A publication Critical patent/KR20070063882A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in
    • 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
    • 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
    • B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

A camber control system of a motor vehicle is provided to improve motor vehicle stability during going straight and trafficability during cornering simultaneously. The invention relates to a camber control system of a motor vehicle applied to a double wishbone type suspension which is connected with a motor vehicle body and a knuckle by upper links(10) and lower links(20) to make two shock absorbers(30) supported to the lower link support the motor vehicle body and fixed with geometry to have negative camber at bump and to have positive camber at rebound, wherein the two upper link are composed of hydraulic cylinders and each hydraulic cylinder is connected to each shock absorber cylinder(31) of the shock absorber on the opposite side by a hose(40). When two wheels are bumped at the same time, the pressure of each shock absorber cylinder of two shock absorbers is increased equally to supply the same quantity of a fluid to the hydraulic cylinder of the upper link, and when two wheels are rebounded at the same time, the pressure of each cylinder of the two shock absorbers is decreased equally to let the same quantity of a fluid move from the hydraulic cylinder of the opposite upper link through the hose, so that the length of two hydraulic cylinders are increased or decreased equally to offset camber on sound by basic geometry.

Description

자동차의 캠버 제어 시스템{camber control system of vehicle}Camber control system of vehicle

도 1은 종래 서스펜션의 일 예시도,1 is an exemplary view of a conventional suspension;

도 2는 종래 서스펜션의 또 다른 예시도,2 is another exemplary diagram of a conventional suspension;

도 3은 본 발명에 따른 캠버 제어 시스템이 적용된 서스펜션의 구성도,3 is a configuration diagram of a suspension to which the camber control system according to the present invention is applied;

도 4는 본 발명이 적용된 서스펜션의 범프시 작동 상태도,Figure 4 is a bump state operation state of the suspension to which the present invention is applied,

도 5는 본 발명이 적용된 서스펜션의 선회시 작동 상태도이다.Figure 5 is a state diagram when operating the suspension of the present invention is applied.

**도면의 주요 부분에 대한 부호의 설명**** Description of the symbols for the main parts of the drawings **

10 : 어퍼링크, 20 : 로워링크,10: upper link, 20: lower link,

31 : 쇽업소버 실린더, 40 : 호스.31: shock absorber cylinder, 40: hose.

본 발명은 자동차의 캠버 제어 시스템에 관한 것으로, 특히 직진 안전성과 선회주행성능이 동시에 향상될 수 있도록 된 자동차의 캠버 제어 시스템에 관한 것이다.The present invention relates to a camber control system of a motor vehicle, and more particularly, to a camber control system of a motor vehicle, which is capable of improving both linear safety and turning driving performance at the same time.

도 1과 도 2에는 종래 사용되는 두 가지 타입의 서스펜션이 도시되어 있다.1 and 2 show two types of suspensions conventionally used.

도 1에 도시된 서스펜션은 범프(bump)시 캠버(camber)와 트레드(tread) 변화를 최소화되고, 도 2의 서스펜션은 범프시 캠버와 트레드의 변화가 커지는 타입이다.The suspension shown in FIG. 1 minimizes the change in camber and tread during bumps, and the suspension in FIG. 2 has a type in which the change in camber and treads during bumps increases.

한편, 상기 도 1에 도시된 타입의 서스펜션은 일반 직진 주행시 불필요한 횡력(lateral force)의 발생이 최소화되어서 직진 안정성이 우수한 반면, 선회시에는 선회 외륜의 캠버가 차량의 롤(roll)각 만큼 과도한 양의 값을 가지므로 선회주행성능(cornering force)이 저하된다.On the other hand, the suspension of the type shown in FIG. 1 is excellent in the straight stability by minimizing the occurrence of unnecessary lateral force during normal straight running, while the turning outer ring camber is excessive amount by the roll angle of the vehicle when turning Since it has a value of turning force (cornering force) is reduced.

반면, 도 2에 도시된 타입의 서스펜션은 반대로 선회주행성능은 우수하나, 직진안정성은 떨어진다.On the other hand, the suspension of the type shown in Figure 2, on the contrary, the turning performance is excellent, but the linear stability is poor.

즉, 직진 안정성과 선회주행성능 모두를 충분히 만족시키는 서스펜션을 구성하는 것은 불가능하였다.In other words, it was not possible to construct a suspension that satisfies both the straight stability and the turning performance.

이에 본 발명은 상기와 같은 점을 감안하여 발명된 것으로, 직진 안정성과 선회주행성능을 모두 만족시키는 서스펜션을 구성할 수 있도록 된 자동차의 캠버 제어 시스템을 제공함에 그 목적이 있다.Accordingly, the present invention has been made in view of the above-described aspects, and an object thereof is to provide a camber control system for an automobile, which is capable of constructing a suspension that satisfies both linear stability and turning driving performance.

상기와 같은 목적을 달성하기 위한 본 발명은,The present invention for achieving the above object,

범프시 음의 캠버를 갖고, 리바운드시 양의 캠버를 갖도록 양쪽 어퍼링크 및 로워링크의 지오메트리가 설정된 더블 위시본 타입 서스펜션에 있어서,In a double wishbone type suspension in which both upper and lower link geometry is set to have a negative camber at bump and a positive camber at rebound,

상기 양쪽 어퍼링크가 유압실린더로 구성되고, 이들 각 유압실린더는 상호 반대쪽 쇽업소버실린더에 호스를 매개로 연결되는 것을 특징으로 한다.Both upper links are composed of hydraulic cylinders, and each of these hydraulic cylinders is characterized in that a hose is connected to the shock absorber cylinders opposite to each other.

이하, 본 발명을 첨부된 예시도면을 참조하여 상세히 설명한다.Hereinafter, with reference to the accompanying drawings, the present invention will be described in detail.

도 3은 본 발명의 구성도로서, 본 발명은 더블 위시본 타입 서스펜션(doulle wishbone type suspension)에 적용된다.Figure 3 is a schematic diagram of the present invention, the present invention is applied to a double wishbone type suspension (doulle wishbone type suspension).

더블 위시본 타입 서스펜션은 차체(프레임)와 너클이 상호 평행한 어퍼링크(10)와 로워링크(20)로 연결되어 있고, 상기 로워링크(20)에 지지되는 쇽업소버(30)가 차체(바디)를 지지하는 구조로 이루어져 있다.The double wishbone type suspension is connected to the upper link 10 and the lower link 20 in which the body (frame) and the knuckle are parallel to each other, and the shock absorber 30 supported by the lower link 20 has a body (body). ) Structure.

그리고, 본 발명이 적용되는 더블 위시본 타입 서스펜션은 범프시 음의 캠버를 갖고, 리바운드시 양의 캠버를 갖도록 기본 지오메트리(geometry)가 설정된다.In addition, the double wishbone type suspension to which the present invention is applied has a basic geometry set to have a negative camber at bump and a positive camber at rebound.

상기와 같은 구조에 있어서, 본 발명은 상기 어퍼링크(10)가 유압실린더로 구성되는 것에 그 특징이 있다.In the above structure, the present invention is characterized in that the upper link 10 is composed of a hydraulic cylinder.

즉, 유체가 내장되는 실린더외통과 이 실린더외통에 삽입되어 내장된 유체압 변동에 따라 실린더외통에 삽입되거나 밀려나오게 되는 피스톤 및 이 피스톤에 연결된 피스톤로드로 이루어진 일반적인 구조의 유압실린더로 어퍼링크가 구성된다.That is, the upper link is composed of a hydraulic cylinder having a general structure consisting of a cylinder outer cylinder in which a fluid is embedded, a piston inserted into or pushed out of the cylinder outer cylinder according to a fluid pressure change inserted therein, and a piston rod connected to the piston. do.

따라서, 상기 실린더외통이 차체에 연결되고, 상기 피스톤로드가 너클에 연결되게 된다.Thus, the cylinder cylinder is connected to the vehicle body, and the piston rod is connected to the knuckle.

그리고, 양쪽 유압실린더는 각각 반대쪽 쇽업소버실린더(31)에 호스(40)를 매개로 연결되어 유체가 이동할 수 있는 구조로 이루어진다.Then, both hydraulic cylinders are made of a structure in which the fluid can be moved by connecting the opposite shock absorber cylinder 31 via the hose 40, respectively.

이하, 본 발명의 작용 효과를 설명한다.Hereinafter, the effect of the present invention will be described.

본 발명이 적용된 서스펜션은 도 4에 도시된 바와 같이, 양쪽 바퀴가 동시에 범프될 때, 양쪽 쇽업소버(30)의 쇽업소버실린더(31)가 동일하게 압력이 증가되므로 상기 호스(40)를 매개로 양쪽 어퍼링크(10)를 구성하는 유압실린더로 동일한 양의 유체가 공급된다.As shown in FIG. 4, the suspension to which the present invention is applied has the same pressure as the shock absorber cylinders 31 of both shock absorbers 30 increase when both wheels are bumped at the same time. The same amount of fluid is supplied to the hydraulic cylinder constituting both upper links 10.

따라서, 양쪽 유압실린더의 길이가 동일하게 늘어나게 되므로 기본 지오메트리로서 설정되어 있는 음의 캠버가 상쇄된다.Therefore, since the lengths of both hydraulic cylinders are increased equally, the negative camber set as the basic geometry is canceled out.

반대로 양쪽 바퀴가 동시에 리바운드될 때에는 양쪽 쇽업소버(10)의 실린더(31)에서 압력이 똑같이 감소하게 되므로 각각 반대쪽 어퍼링크(10) 유압실린더로부터 동일한 양의 유체가 상기 호스(40)를 통해 이동된다.On the contrary, when both wheels are rebound at the same time, the pressure in the cylinder 31 of both shock absorbers 10 is equally reduced, so that the same amount of fluid from the opposite upper link 10 hydraulic cylinder is moved through the hose 40, respectively. .

따라서, 양쪽 어퍼링크(10)의 길이가 동시에 같은 양만큼 짧아지므로 기본 지오메트리에 의한 양의 캠버가 상쇄된다.Therefore, the length of both upper links 10 is shortened by the same amount at the same time, so that the amount of camber by the basic geometry is canceled out.

이와 같이, 본 발명이 적용된 서스펜션은 패러렐(parallel) 더블 위시본 서스펜션과 같이 대차 캠버가 0인 운동을 하게 되므로 대지 캠버도 항상 0으로 유지되어 직진 안정성이 우수하게 된다.As described above, the suspension to which the present invention is applied is the same as the parallel double wishbone suspension, so that the bogie camber moves to zero, so that the ground camber is always maintained at 0, so that the straight stability is excellent.

한편, 선회 주행시에는 도 5에 도시된 바와 같이 롤이 발생하게 된다.On the other hand, the roll is generated during the turning run as shown in FIG.

이와 같은 롤 거동시에는 범프쪽(화살표 ↑) 쇽업소버 실린더(31)의 압력은 증가하고 리바운드쪽(화살표 ↓) 쇽업소버실린더(31)의 압력은 감소하게 된다.In this roll behavior, the pressure on the bump side (arrow ↑) shock absorber cylinder 31 increases and the pressure on the rebound side (arrow ↓) shock absorber cylinder 31 decreases.

따라서, 범프쪽 쇽업소버 실린더는 리바운드쪽 어퍼링크 유압실린더로 유체를 공급하고, 리바운드쪽 쇽업소버 실린더는 범프쪽 어퍼링크 실린더의 유체를 빼 앗아 가게 된다.Therefore, the bump side shock absorber cylinder supplies fluid to the rebound upper link hydraulic cylinder, and the rebound side shock absorber cylinder draws out the fluid from the bump side upper link cylinder.

따라서, 범프쪽 어퍼링크(10)의 길이는 감소되고, 리바운드쪽 어퍼링크(10)의 길이는 증가하게 되며, 이에 의해 도시된 바와 같이 대지 캠버가 거의 0(zero)에 가깝게 유지된다.Accordingly, the length of the bump side upper link 10 is reduced, and the length of the rebound side upper link 10 is increased, thereby keeping the earth camber close to zero as shown.

즉, 선회주행성능도 향상되는 것이다.That is, the turning driving performance is also improved.

이상 설명한 바와 같이 본 발명에 따르면, 범프와 리바운드 및 선회시 롤 거동에 따라 자체의 간단한 구성만으로 항상 대지 캠버를 0으로 유지하려는 작용이 일어나게 되므로 직진 안정성과 선회주행성능(선회접지성능)이 동시에 향상되는 효과가 있다.As described above, according to the present invention, since the action of always maintaining the earth camber to 0 only by its simple configuration according to the roll behavior when bumping, rebounding and turning occurs, the linear stability and the turning driving performance (swinging grounding performance) are simultaneously improved. It is effective.

동일한 작용의 구현을 위해 적용되던 종래 능동제어(active control)시스템에 비하여 장치의 구성이 단순해져 부품과 공정의 축소로 비용이 절감되고, 경량화가 가능하며, 별도의 에너지 소모가 필요 없을 뿐만 아니라 직접적인 유압 연결에 의해 작동되므로 작동 반응속도가 매우 빠르다는 장점이 있다.Compared to the conventional active control system applied for the implementation of the same action, the configuration of the device is simpler, thereby reducing the cost of components and processes, reducing the weight, and eliminating the need for additional energy consumption. It is operated by hydraulic connection, which has the advantage of very fast operating response.

Claims (3)

범프시 음의 캠버를 갖고, 리바운드시 양의 캠버를 갖도록 양쪽 어퍼링크(10) 및 로워링크(20)의 지오메트리가 설정된 더블 위시본 타입 서스펜션에 있어서,In a double wishbone type suspension in which the geometry of both the upper link 10 and the lower link 20 is set to have a negative camber at bump and a positive camber at rebound, 상기 양쪽 어퍼링크(10)가 유압실린더로 구성되고, 이들 각 유압실린더는 상호 반대쪽 쇽업소버실린더(31)에 호스(40)를 매개로 연결되는 것을 특징으로 하는 자동차의 캠버 제어 시스템.Both upper links (10) are composed of hydraulic cylinders, each of these hydraulic cylinders is a camber control system of a vehicle, characterized in that connected to the opposite shock absorber cylinder (31) via a medium (40). 제 1항에 있어서, 상기 유압실린더는 유체가 내장되는 실린더외통이 차체에 연결되고, 상기 실린더외통에 삽입된 실린더로드가 차륜쪽 부재에 연결되는 것을 특징으로 하는 자동차의 캠버 제어 시스템.2. The camber control system of claim 1, wherein the hydraulic cylinder has a cylinder outer cylinder in which fluid is embedded, and a cylinder rod inserted in the cylinder outer cylinder is connected to a wheel member. 제 2항에 있어서, 상기 차륜쪽 부재는 너클인 것을 특징으로 하는 자동차의 캠버 제어 시스템.3. The camber control system of claim 2, wherein the wheel side member is a knuckle.
KR1020050124159A 2005-12-15 2005-12-15 Camber control system of vehicle KR20070063882A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100957157B1 (en) * 2008-05-15 2010-05-11 현대자동차주식회사 Active roll control system
CN103038075A (en) * 2010-06-30 2013-04-10 株式会社爱考斯研究 Camber control device

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100957157B1 (en) * 2008-05-15 2010-05-11 현대자동차주식회사 Active roll control system
CN103038075A (en) * 2010-06-30 2013-04-10 株式会社爱考斯研究 Camber control device

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