KR20130125062A - Coupled torsion beam axle suspension - Google Patents

Coupled torsion beam axle suspension Download PDF

Info

Publication number
KR20130125062A
KR20130125062A KR1020120048509A KR20120048509A KR20130125062A KR 20130125062 A KR20130125062 A KR 20130125062A KR 1020120048509 A KR1020120048509 A KR 1020120048509A KR 20120048509 A KR20120048509 A KR 20120048509A KR 20130125062 A KR20130125062 A KR 20130125062A
Authority
KR
South Korea
Prior art keywords
coupled
mounting
trailing arm
torsion beam
vehicle
Prior art date
Application number
KR1020120048509A
Other languages
Korean (ko)
Inventor
김선평
임동민
이재길
Original Assignee
현대자동차주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 현대자동차주식회사 filed Critical 현대자동차주식회사
Priority to KR1020120048509A priority Critical patent/KR20130125062A/en
Publication of KR20130125062A publication Critical patent/KR20130125062A/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/18—Resilient suspensions characterised by arrangement, location or kind of springs having torsion-bar springs only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/051—Trailing arm twist beam axles
    • B60G21/052—Mounting means therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/02—Attaching arms to sprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/04—Buffer means for limiting movement of arms
    • 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
    • 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
    • B60G2204/418—Bearings, e.g. ball or roller bearings
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/80—Manufacturing procedures
    • B60G2206/82—Joining
    • B60G2206/8207—Joining by screwing
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The present invention relates to a coupled torsion beam axle suspension device. the coupled torsion beam axle suspension device includes a toe controller (5) connected to a trailing arm (2) enabling a bump to move on the basis of a wheel center (c-c) which right and left wheels (100’,100) include and connects the opposite part, which is not connected to the trailing arm, to a vehicle body by the medium of a high rigidity type bearing (21). Therefore, the coupled torsion beam axle suspension device remarkably improves handling performances of a vehicle by preventing the change of angles of a link rotary shaft in the toe controller, which is formed to be continued to an instantaneous rotation center (Cp) formed on the rear of the wheel center when the wheel is bumped, and always obtains stable vehicle performance by removing the changing in the bump amount of the wheel according to the number of passengers on a rear seat of the vehicle.

Description

Coupled Torsion Beam Axle Suspension

The present invention relates to a coupled torsion beam axle suspension (Coupled Torsion Beam Axle Suspension), in particular a high rigidity-type bearing is provided in the coupling portion of the vehicle body is given a lateral force toe-induced by the free side rotation, The present invention relates to a coupled torsion beam axle suspension device that can stably secure vehicle performance because a change in wheel bump amount does not occur according to the number of occupants of a vehicle rear seat.

In general, a coupled torsion beam axle suspension (CTBA) has a torsion beam and a trailing arm welded to both sides of the torsion beam as a basic configuration, and the trailing arm is mounted for fastening to a vehicle body. The rubber bush is provided forward and the bracket assembly for mounting the spindle and damper / spring is joined rearward.

The CTBA has a long link length, a low number of rubber bushes, and is advantageous in terms of weight and material cost compared to strut-type suspension or double wishbone-type suspension due to the simplification of the structure.

In particular, the CTBA has a low level of friction and hysteresis in suspension strokes, making it easy to create a smooth ride with a high level, and excellent camber characteristics to secure a firm grip on the rear wheels. It has the advantage of having a fairly high performance potential.

However, the CTBA has a structural feature in which the instantaneous rotation center of the CTBA is located in front of the torsion beam.

Due to this structural feature, the vehicle to which the CTBA is applied generates a counterclockwise moment due to the action of the lateral force applied to the wheel, and thus the counterclockwise rotation is inevitably generated in the CTBA.

Counter-clockwise rotation of the CTBA causes toe-out on the wheel, and toe-out causes oversteer, unlike toe-in. This can only be reduced.

Typically, toe-out occurs frequently when the vehicle turns to generate a bump of the wheel, and also during vehicle braking where the front and rear braking force is applied to the wheel.

As a result, the CTBA requires various structural changes or improvements to guide the wheel to the toe-in when the vehicle is turning or when the vehicle is braked.

For example, the mounting angle of the mounting rubber bush that mounts the trailing arm to the vehicle body is changed or the structure of the mounting rubber bush such as the Toe-Correction Bush is changed. It can be located behind the wheel center.

Therefore, even when a lateral force is applied to the wheel, the CTBA generates a lateral moment to induce lateral force toe-in.

In the CTBA as described above, the induction of the lateral force toe-in against the lateral force can be induced by a simple design change of the mounting rubber bush.

However, if the lateral toe-in induction of the CTBA is implemented only through the design change of the mounting rubber bush, there is a limitation that the lateral toe-out phenomenon is reduced to some extent and cannot be induced to the actual lateral toe-in. .

Japanese Patent Publication 1998-236123 (September 8, 1998)

The patent document shows an example of a CTBA that induces lateral force toe-in without applying a mounting angle change of a mounting rubber bush or a toe-correction bush.

To this end, the CTBA of the patent document is provided with a toe control link (Toe-Control Link), the toe control link is a link to create a rotation axis of the instant center, and the rubber bush mounted on one side of the link to the vehicle body And another rubber bush provided on the other side of the link and mounted to the trailing arm to which the torsion beam is connected.

Through this, in the CTBA of the patent document changes the behavior of the link due to the up and down rotation of the rubber bush mounted on the vehicle body during bumping of the wheel, the rotational axis of the instantaneous center generated by the link acts on the wheel By tilting under the influence of the distance from the wheel is farther away.

As described above, an increase in the distance between the rotational axis of the instantaneous center and the wheel generated by the link may increase the moment arm, thereby reducing the lateral stiffness of the vehicle.

Therefore, the patent document has an advantage that the steering stability of the vehicle, which was insufficiently made only by changing the mounting angle or the structural change of the mounting rubber bush, can be further improved.

However, the CTBA of the patent document has a limitation that the steering stability of the vehicle is not kept constant because the change in the behavior of the link to generate the instantaneous rotation axis according to the bump amount of the wheel.

Particularly, the biggest factor that changes the bump amount of the wheel under the same conditions is the number of occupants in the rear of the vehicle, and the wheel bump amount is greatly changed when a large number of passengers are occupied and when there are no passengers. This tends to be different, which makes it difficult to secure stable and consistent vehicle performance.

Accordingly, the present invention in view of the above point is applied to a high rigid bearing which is freely rotated in the left and right directions to the vehicle body coupling structure coupled to the vehicle body without being coupled to the trailing arm, so that bumps are generated on the wheel and the lateral force is increased. Even if it is applied, the lateral force toe-in can greatly improve the steering stability of the vehicle.In particular, the coupled torsion beam axle suspension system can be secured at all times by eliminating the wheel bump variation according to the number of occupants in the rear of the vehicle. The purpose is to provide.

Coupled torsion beam axle suspension of the present invention for achieving the above object is coupled to the trailing arm, the wheel center of the left and right wheels is the reference of the behavior due to bump (Bump);

Coupling the opposite part not coupled to the trailing arm to the vehicle body such that a link axis of rotation is formed which is formed at the rear of the wheel center at the moment of turning the vehicle;

When bumping one of the left and right wheels, rotation occurs at the engaging portion of the vehicle body due to the bump, and the engaging portion of the trailing arm is also rotated by the rotation to prevent the change of the angle of the link rotation shaft;

Tow controller is characterized in that it is included.

The tow controller includes a mounting bush having a rubber mass coupled to the trailing arm, and a mounting link having a bearing coupled to the vehicle body at an opposite portion not coupled to the trailing arm to which the mounting bush is coupled.

The mounting bush is inserted into the trailing arm, and the mounting link is coupled to surround the trailing arm into which the mounting bush is inserted.

The mounting link includes a connecting bracket surrounding the bearing and a mounting bracket extending to the connecting bracket and coupled to the trailing arm to which the mounting bush is coupled.

The bearing is a position where the coupling position of the vehicle body is further outward of the vehicle compared to the coupling position of the trailing arm coupled with the mounting bracket, and the coupling position of the bearing and the vehicle body is an inclination angle of the connecting bracket and the mounting bracket. Is formed.

The mounting bush and the mounting link coupled to the trailing arm are fastened by mounting bolts.

In addition, the coupled torsion beam axle suspension of the present invention for achieving the above object includes a torsion beam arranged in the longitudinal direction of the vehicle;

A trailing arm arranged in the transverse direction of the vehicle and connected to both ends of the torsion beam;

A chassis bracket provided on each of the trailing arms so as to be located toward the rear of the vehicle;

A mounting link having a rubber bushing coupled to the inside of each of the trailing arms, and a bearing having a bearing coupled to the vehicle body of the vehicle, the opposite part of which is not coupled while surrounding the trailing arm into which the mounting bush is inserted; A tow controller comprising a mounting bushing coupled to the trailing arm and a mounting bolt fastened through the mounting link;

Is included.

The mounting link includes a connecting bracket surrounding the bearing and a mounting bracket extending to the connecting bracket and coupled to the trailing arm to which the mounting bush is coupled.

The bearing forms a coupling position of the vehicle body at an inclination angle between the connecting bracket and the mounting bracket, and the coupling position of the vehicle body is a position further outward of the vehicle compared to the coupling position of the trailing arm coupled with the mounting bracket. .

The CTBA of the present invention can be rotated in the left and right direction of the body coupling structure coupled to the vehicle body without being coupled to the trailing arm is induced by the lateral force toe-in, so that bumps generated on the wheel, even if the lateral force is applied to the steering stability of the vehicle This greatly improves the effect, and in particular, there is an effect that the vehicle performance is always stably secured by eliminating the change in the amount of wheel bumps depending on the number of occupants in the rear of the vehicle.

In addition, the CTBA of the present invention applies a highly rigid bearing to the body coupling structure coupled to the vehicle body without being coupled to the trailing arm, whereby the lateral force toe-in can not be substantially induced only by changing the mounting angle or structure of the mounting rubber bush. There is also an effect that all the limits are removed.

1 is a configuration diagram of a coupled torsion beam axle suspension according to the present invention, Figure 2 is a layout of a coupled torsion beam axle suspension according to the present invention, Figure 3 is a coupled torsion beam axle suspension according to the present invention The performance state of the device's wheel bumps.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which illustrate exemplary embodiments of the present invention. The present invention is not limited to these embodiments.

1 shows a configuration of a coupled torsion beam axle suspension according to the present embodiment.

As shown, a coupled torsion beam axle suspension (CTBA) is provided at both ends of the torsion beam 1 and the torsion beam 1 arranged in the longitudinal direction (width direction) of the vehicle. A pair of trailing arms 2 connected to the vehicle in a lateral direction (length direction) and a pair of tow controllers 5 each of which is coupled to the pair of trailing arms 2 opposite sides fastened to the vehicle body. do.

The torsion beam 1 is fixed to the pair of trailing arms 2 by welding, and the pair of trailing arms 2 are on the right side of the trailing arms arranged by the wheels 100 on the right side and the wheels on the left side 100. The trailing arms on the left side arranged in '), and the tow controller on the right side and the tow controller on the left side are the same configuration.

Hereinafter, the pair of trailing arms 2 are referred to as trailing arms 2 without distinguishing between the right trailing arm and the trailing arm on the left.

The trailing arm 2 is provided with a chassis bracket 3 for mounting a spindle and a damper / spring, respectively, which chassis bracket 3 is located towards the rear of the vehicle in the layout of the CTBA.

The pair of tow controllers 5 are connected to the right tow controller and the left wheel 100 coupled to the right trailing arm 2 arranged in the wheel 100 on the right side in the traveling direction (forward direction) of the vehicle. The left tow controller is coupled to the trailing arms 2 arranged on the left side, and the right tow controller and the left tow controller are the same configuration.

Hereinafter, the pair of tow controllers 5 will be referred to as tow controllers 5 without distinguishing between the right tow controller and the left tow controller.

The tow controller 5 has a mounting bush 10 coupled to the trailing arm 2, a mounting link 20 to which the opposite portion not coupled to the mounting bush 10 is fastened to the vehicle body, and the trailing arm 2. Equipped with a mounting bolt 30 for fastening together the mounting bush 10 and the mounting link 20 coupled thereto.

The mounting bush 10 is formed of an outer case in which a space is formed in an inner case in which a shaft hole is formed, and a space in which a rubber material is vulcanized as the space, and at least one void in the rubber material mass as necessary. (Void) can be formed.

The mounting link 20 extends from the mounting bracket 22 and the mounting bracket 22 coupled to the trailing arm 2 together with the high-stiffness type bearing 21 coupled to the vehicle body. Consists of a connecting bracket 23 surrounding the bearing 21.

The connecting bracket 23 extends inclined from the mounting bracket 22 so that the bearing 21 forms a predetermined mounting angle K with respect to the fastening point of the vehicle body.

2 shows the layout of the CTBA according to the present embodiment.

As shown, the CTBA has a torsion beam in which the trailing arms 2 are arranged on the left and right wheels 100 'and 100, respectively, in the transverse direction (length direction) of the vehicle and in the longitudinal direction (width direction) of the vehicle. Both ends of the (1) are connected to the trailing arm (2), the tow controller (5) is coupled to the trailing arm (2), which is not connected to the left and right wheels 100 ', 100, respectively, the body (not shown) Not connected to the tow controller 5 which is not coupled to the trailing arm 2.

The tow controller 5 and the trailing arm 2 have a coupling structure in which a mounting bush 10 is coupled to the interior space of the trailing arm 2 and formed on a connection bracket 23 having a bearing 21. Mounting link 20 is coupled to surround the outer circumferential surface of the trailing arm (2) via the medium, the mounting bolt 30 is fixed by fastening through the mounting bracket 22 and the mounting bush (10). .

On the other hand, the coupling structure of the tow controller 5 and the vehicle body fastens the bearing 21 of the mounting link 20 not coupled with the trailing arm 2 to the vehicle body, and another mounting bolt is connected to the bearing 21 and the vehicle body. It is fixed by penetrating through.

Therefore, the portion of the mounting link 20 coupled to the vehicle body is freely rotatable via the bearing 21, thereby allowing the portion of the mounting link 20 coupled to the trailing arm 2 to move.

The behavior of the mounting link 20 is converted to the rotation Ra in the left and right directions of the tow controller 5.

In this embodiment, the fastening structure of the tow controller 5 as described above is located at the outer side of the coupling position of the vehicle body based on the coupling position of the trailing arm 2, which is a bearing of the mounting link 20 ( 21) is caused by an acute angle toward the outside to form a predetermined mounting angle K with respect to the connecting bracket 23.

For example, in the CTBA, the aa axis connecting the mounting position of the mounting bush 10 and the trailing arm 2, the bb axis connecting the bearing 21 of the mounting link 20 and the vehicle body, and the left and right wheels ( When the cc wheel center connecting 100 'and 100 is defined, the link rotation shaft connecting line which runs to the inside of the vehicle at the engagement point of the left and right bearing 21 and the vehicle body meets each other at the rear of the wheel center cc. The point where the connecting lines meet each other becomes the instantaneous rotation center Cp.

The distance between the wheel center c-c and the instantaneous rotation center Cp is defined as the moment arm length La.

The crossing angle Wa formed by the connection line is formed at an acute angle and is changed according to the size of the mounting angle K formed by the bearing 21 of the mounting link 20.

On the other hand, Figure 3 shows the performance of the coupled torsion beam axle suspension according to the present embodiment.

As shown, when the lateral force (Fs) is applied to the wheel 100 due to the turn of the vehicle and the wheel bump (Bump) is generated at the same time, the bump movement (Bu) occurs in the trailing arm (2).

In this case, the bump movement Bu of the trailing arm 2 forms a predetermined rotation angle Ba around the wheel center cc, but is coupled to the vehicle body by the bump movement Bu of the trailing arm 2. As the bearing 21 is rotated, a rotation Ra is generated based on the mounting bush 10 coupled to the trailing arm 2 in the mounting link 20.

As described above, since the mounting link 20 is rotated Ra based on the mounting bush 10, the mounting link 20 and the instantaneous rotation center Cp are generated even if a rotation moment Ma is generated at the instantaneous rotation center Cp. ), No change of angle occurs in the link axis.

Accordingly, the wheel center distance Lbc connecting the mounting bush 10 at the wheel center cc and the instantaneous rotation center distance Lbm connecting the mounting bush 10 at the instantaneous rotation center Cp may be used before or after the bump. It can keep the length unchanged.

Therefore, the tow controller 5 has a characteristic that the behavior change of the link that generates the rotational axis of the instantaneous center depends on the amount of bumps of the wheels 100 and 100 'by the action of the mounting bush 10 and the mounting link 20. Is formed.

Accordingly, when the characteristics of the tow controller 5 as described above are applied to the CTBA as it is, the CTBA is the vehicle lateral stiffness and toe-in of the wheel (100,100 ') even when a large number of passengers in the rear seats and no personnel boarding By not generating wheel bump amount changes that change the tendency, vehicle performance can always be ensured stable and constant.

As described above, in the coupled torsion beam axle suspension device according to the present embodiment, the trailing arm 2 having the wheel center cc of the left and right wheels 100 'and 100 as the reference of the bump behavior is provided. A tow controller 5, which is coupled to the vehicle body via the high rigidity type bearing 21, is coupled to the opposite side not coupled to the trailing arm 2, so that the rear of the wheel center cc when the wheel is bumped. By preventing the angle change of the link rotation axis of the tow controller 5 formed to follow the instantaneous rotation center (Cp) formed in the control greatly improves the steering stability of the vehicle, in particular the change in the amount of wheel bumps according to the number of occupants of the rear seat By eliminating the advantage that the vehicle performance is always secured stably.

1: torsion beam 2: trailing arm
3: chassis bracket 5: tow controller
10: mounting bush 20: mounting link
21: bearing 22: mounting bracket
23: connecting bracket 30: mounting bolt
100,100; Wheel

Claims (11)

Wheel centers of the left and right wheels are coupled to a trailing arm which is a reference for behavior due to bumps;
Coupling the opposite part not coupled to the trailing arm to the vehicle body such that a link axis of rotation is formed which is formed at the rear of the wheel center at the moment of turning the vehicle;
When bumping one of the left and right wheels, rotation occurs at the engaging portion of the vehicle body due to the bump, and the engaging portion of the trailing arm is also rotated by the rotation to prevent the change of the angle of the link rotation shaft;
Coupled torsion beam axle suspension characterized in that the tow controller is included.
The tow controller of claim 1, wherein the tow controller includes a mounting bush having a rubber mass coupled to the trailing arm, and a mounting link having a bearing coupled to the vehicle body at an opposite portion not coupled to the trailing arm to which the mounting bush is coupled. Coupled torsion beam axle suspension characterized in that configured.
The coupled torsion beam axle suspension system according to claim 2, wherein the mounting bush is inserted into the trailing arm, and the mounting link is coupled to surround the trailing arm into which the mounting bush is inserted.
The coupled torsion beam axle suspension device according to claim 3, wherein the mounting link comprises a connecting bracket surrounding the bearing and a mounting bracket extending to the connecting bracket and coupled to the trailing arm to which the mounting bush is coupled. .
The coupled torsion beam axle suspension apparatus according to claim 4, wherein the bearing has a position where the coupling position of the vehicle body is further outward than the coupling position of the trailing arm coupled with the mounting bracket.
The coupled torsion beam axle suspension system according to claim 5, wherein the coupling position of the bearing and the vehicle body is formed at an inclination angle between the connecting bracket and the mounting bracket.
The coupled torsion beam axle suspension system according to claim 2, wherein the mounting bush and the mounting link coupled to the trailing arm are fastened by mounting bolts.
The method of claim 1, wherein the trailing arms are respectively coupled to both ends of the torsion beam, and the trailing arms are provided with a chassis bracket for mounting the spindle, the damper, and the spring toward the rear of the vehicle. A coupled torsion beam axle suspension.
A torsion beam arranged in the longitudinal direction of the vehicle;
A trailing arm arranged in the transverse direction of the vehicle and connected to both ends of the torsion beam;
A chassis bracket provided on each of the trailing arms so as to be located toward the rear of the vehicle;
A mounting link having a rubber bushing coupled to the inside of each of the trailing arms, and a bearing having a bearing coupled to the vehicle body of the vehicle, the opposite part of which is not coupled while surrounding the trailing arm into which the mounting bush is inserted; A tow controller comprising a mounting bushing coupled to the trailing arm and a mounting bolt fastened through the mounting link;
Coupled torsion beam axle suspension characterized in that it comprises a.
10. The coupled torsion beam axle suspension device according to claim 9, wherein the mounting link comprises a connecting bracket surrounding the bearing and a mounting bracket extending to the connecting bracket and coupled to the trailing arm to which the mounting bush is coupled. .
The method according to claim 10, wherein the bearing forms a coupling position of the vehicle body at an inclination angle between the connecting bracket and the mounting bracket, the coupling position of the vehicle body relative to the coupling position of the trailing arm coupled to the mounting bracket. Coupled torsion beam axle suspension characterized in that the position further toward.

KR1020120048509A 2012-05-08 2012-05-08 Coupled torsion beam axle suspension KR20130125062A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020120048509A KR20130125062A (en) 2012-05-08 2012-05-08 Coupled torsion beam axle suspension

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020120048509A KR20130125062A (en) 2012-05-08 2012-05-08 Coupled torsion beam axle suspension

Publications (1)

Publication Number Publication Date
KR20130125062A true KR20130125062A (en) 2013-11-18

Family

ID=49853615

Family Applications (1)

Application Number Title Priority Date Filing Date
KR1020120048509A KR20130125062A (en) 2012-05-08 2012-05-08 Coupled torsion beam axle suspension

Country Status (1)

Country Link
KR (1) KR20130125062A (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9079474B2 (en) 2013-11-04 2015-07-14 Hyundai Motor Company Coupled torsion beam axle type suspension system
US9079473B2 (en) 2013-11-04 2015-07-14 Hyundai Motor Company Coupled torsion beam axle type suspension system
US9096111B2 (en) 2013-11-04 2015-08-04 Hyundai Motor Company Coupled torsion beam axle type suspension system
KR20200080126A (en) 2018-12-26 2020-07-06 현대자동차주식회사 composite material bush
US11685209B2 (en) 2018-12-26 2023-06-27 Hyundai Motor Company Composite material bush
DE202023107596U1 (en) 2023-04-27 2024-04-19 Hyundai Mobis Co., Ltd. Vehicle torsion beam axle

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9079474B2 (en) 2013-11-04 2015-07-14 Hyundai Motor Company Coupled torsion beam axle type suspension system
US9079473B2 (en) 2013-11-04 2015-07-14 Hyundai Motor Company Coupled torsion beam axle type suspension system
US9096111B2 (en) 2013-11-04 2015-08-04 Hyundai Motor Company Coupled torsion beam axle type suspension system
KR20200080126A (en) 2018-12-26 2020-07-06 현대자동차주식회사 composite material bush
US11685209B2 (en) 2018-12-26 2023-06-27 Hyundai Motor Company Composite material bush
DE202023107596U1 (en) 2023-04-27 2024-04-19 Hyundai Mobis Co., Ltd. Vehicle torsion beam axle

Similar Documents

Publication Publication Date Title
US8444160B2 (en) Suspension device
US8764039B2 (en) Suspension for vehicle
JP5005067B2 (en) Suspension device
CN107571699B (en) Rear suspension structure of automobile
KR20130125062A (en) Coupled torsion beam axle suspension
CN107074051B (en) Wheel suspension with centrally pivoted transverse leaf spring
US9216624B1 (en) Front suspension assembly and a suspension system for a vehicle
KR102617278B1 (en) Active roll control apparatus
JPH10109510A (en) Front suspension device
JP2008018924A (en) Suspension device
WO2018092587A1 (en) Suspension device for vehicles
GB2582330A (en) Steering axle assembly
KR20130056642A (en) Displacement adjusting apparatus of stabilizer-bar link
JP4370518B2 (en) Front suspension device for automobile
KR102440520B1 (en) Rear suspension system for vehicles
US9399377B2 (en) Vehicle suspension device
CN111216499A (en) Independent wheel suspension for motor vehicles
KR100957160B1 (en) Coupled torsion beam axle type suspension system
JP2019069731A (en) Tandem axle suspension device
JP5267168B2 (en) Suspension device
KR102108809B1 (en) Coupled Torsion Beam Axle for vehicle
KR20200060848A (en) Coupled torsion beam axle for vehicle
JP2006117044A (en) Front suspension device of automobile
JP2022057235A (en) Suspension device
KR100735981B1 (en) Suspension apparatus of automobile

Legal Events

Date Code Title Description
A201 Request for examination
E902 Notification of reason for refusal
AMND Amendment
E601 Decision to refuse application
AMND Amendment
E801 Decision on dismissal of amendment