KR20150100441A - Suspension apparatus for vehicle - Google Patents

Suspension apparatus for vehicle Download PDF

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Publication number
KR20150100441A
KR20150100441A KR1020140022266A KR20140022266A KR20150100441A KR 20150100441 A KR20150100441 A KR 20150100441A KR 1020140022266 A KR1020140022266 A KR 1020140022266A KR 20140022266 A KR20140022266 A KR 20140022266A KR 20150100441 A KR20150100441 A KR 20150100441A
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KR
South Korea
Prior art keywords
cylinder
hydraulic line
hydraulic
vehicle
piston
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Application number
KR1020140022266A
Other languages
Korean (ko)
Inventor
이영석
허경
김용환
김진용
정창현
정도현
Original Assignee
자동차부품연구원
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Application filed by 자동차부품연구원 filed Critical 자동차부품연구원
Priority to KR1020140022266A priority Critical patent/KR20150100441A/en
Publication of KR20150100441A publication Critical patent/KR20150100441A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • B60G15/062—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the spring being arranged around the damper
    • 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
    • B60G17/0152—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 action on a particular type of suspension unit
    • B60G17/0157—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 action on a particular type of suspension unit non-fluid unit, e.g. electric motor
    • 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
    • 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
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/0416—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics regulated by varying the resiliency of hydropneumatic suspensions
    • B60G17/0432—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics regulated by varying the resiliency of hydropneumatic suspensions by varying the number of accumulators connected to the hydraulic cylinder
    • 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
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/048—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics with the regulating means inside the fluid springs
    • 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
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/056—Regulating distributors or valves for hydropneumatic systems

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

Abstract

An invention for a vehicle suspension device is disclosed. A suspension system for a vehicle according to the present invention includes: a piston installed on a cross member connected to front and rear wheels; A suspension spring installed to support both ends of the piston; A first cylinder installed between the piston and the vehicle body to adjust the height of the vehicle body; A second cylinder connected to both ends of the suspension spring and stretched and contracted together with the suspension spring; A hydraulic pressure correction device connected to the vehicle body and the cross member; A hydraulic line connecting the first cylinder, the second cylinder and the hydraulic pressure compensating device; And a flow control valve installed on the hydraulic line for regulating the flow of the fluid to or from the first cylinder, the second cylinder, and the hydraulic pressure compensating device.

Description

[0001] Suspension Apparatus for Vehicles [

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a suspension system for a vehicle, and more particularly, to a suspension system for a vehicle capable of improving the dynamic performance of the vehicle.

Generally, the vehicle travels in various driving environments. The vehicle is provided with a shock absorber to absorb the impact of the vehicle. As the stiffness of the shock absorber is weakened, the impact from the road surface is more absorbed and the ride comfort is improved. However, as the stiffness of the shock absorber increases, the ride comfort is improved because the vehicle tends to sag when the vehicle brakes, accelerates or turns.

BACKGROUND OF THE INVENTION [0002] The background art of the present invention is disclosed in Korean Patent Laid-Open Publication No. 2007-0080028 (published on Mar. 08, 2007, entitled "Vehicle MacPherson Strut Suspension System").

Conventionally, as the stiffness of the shock absorber weakens, the riding comfort of the vehicle is improved at the time of straight running in the middle and lower range. However, when the vehicle brakes, accelerates and turns, the dynamic performance of the vehicle deteriorates as the vehicle tends to lean. Also, as the stiffness of the shock absorber increases, the riding feel of the vehicle is lowered at the time of straight running in the middle and lower range. However, when the braking, acceleration and turning of the vehicle are performed, the dynamic performance of the vehicle is improved. Also, if the load of the vehicle is biased to a specific position according to the number of passengers and the loading position of the cargo, the dynamic performance may deteriorate as the load of the vehicle is deviated to one side.

Therefore, there is a need to improve this.

SUMMARY OF THE INVENTION The present invention has been made in order to solve the above problems, and it is an object of the present invention to provide a vehicle stability control system, which can maintain a constant dynamic performance even in a normal straight- And a suspension system for a vehicle.

Another object of the present invention is to provide a vehicle suspension device capable of improving the dynamic performance of a vehicle by alleviating the load of the vehicle to one side even if the load of the vehicle is doubled depending on the number of passengers and the loading position of the cargo .

Another object of the present invention is to provide a vehicle suspension device capable of removing a heavy stabilizer bar of an existing vehicle and improving the dynamic performance and fuel consumption performance due to the weight reduction of the vehicle due to the effect of replacing this role.

A suspension system for a vehicle according to the present invention includes: a piston installed on a cross member connected to a front wheel and a rear wheel; A suspension spring installed to support both ends of the piston; A first cylinder disposed between the piston and the vehicle body to adjust a height of the vehicle body; A second cylinder connected to both ends of the suspension spring and expanded / contracted together with the suspension spring; A hydraulic pressure correction device connected to the vehicle body and the cross member; A hydraulic line connecting the first cylinder, the second cylinder, and the hydraulic pressure correction device; And a flow control valve installed on the hydraulic line for regulating a flow path for supplying or blocking fluid to the first cylinder, the second cylinder, and the hydraulic pressure correction device.

The hydraulic pressure correction device includes a housing installed in the vehicle body and having one side connected to the hydraulic line; A floating member that divides an internal space of the housing into a hydraulic chamber and a pneumatic chamber and is movably installed in an inner space of the housing; An air piston capable of compressing and expanding air in the pneumatic chamber; And an actuator capable of operating the piston. The actuator that actuates the air piston is driven by a device such as a step motor or the like and has a role of screwing or otherwise operating the air piston to compress and expand the air.

The hydraulic line may include: a first hydraulic line connected to the hydraulic chamber; A second hydraulic line connected to the first cylinder and the first hydraulic line; And a third hydraulic line connected to the second cylinder and the first hydraulic line.

The flow control valve may be a three-way valve installed at a portion where the first hydraulic line, the second hydraulic line and the third hydraulic line are connected.

The first cylinder and the second cylinder must have different areas so that they can operate with each other on the principle of Pascal.

According to the present invention, it is possible to maintain a constant dynamic performance even when the vehicle is normally running straight, and to improve the dynamic performance of the vehicle even when the vehicle is braking, accelerating, or turning.

In addition, according to the present invention, it is possible to improve the dynamic performance of a vehicle by alleviating the load of the vehicle to one side even if the load of the vehicle is reduced depending on the number of passengers and the loading position of the cargo.

Further, according to the present invention, since the role of the stabilizer bar of the vehicle can be substituted, the dynamic performance and the fuel consumption performance due to the weight reduction of the vehicle due to the heavy stabilizer replacement effect can be improved.

1 is a block diagram schematically showing a suspension system for a vehicle according to a first embodiment of the present invention.
2 is an enlarged view schematically showing a suspension system for a vehicle according to a first embodiment of the present invention.
Fig. 3 is a flowchart showing how the suspension system for a vehicle according to the first embodiment of the present invention is operated in the load unbalance reduction mode.
4 is an operational state view showing a state in which a vehicle suspension apparatus according to the first embodiment of the present invention is operated in a load unbalance dissipation mode.
5 is a flowchart showing that the vehicle suspension device according to the first embodiment of the present invention is operated in the swing motion mode in the straight run mode.
6 is an operational state diagram showing a state in which the vehicle suspension device according to the first embodiment of the present invention is operated in the swing motion mode in the linear travel mode.
7 is a flowchart showing that the vehicle suspension device according to the first embodiment of the present invention is operated in the acceleration running mode in the control running mode.
8 is an operational state view showing a state in which the vehicle suspension device according to the first embodiment of the present invention is operated in the control running mode in the acceleration running mode.
9 is an operational state view showing a state in which the vehicle suspension device according to the first embodiment of the present invention is operated in the control running mode in the acceleration running mode.
10 is an operational state view showing a state in which the vehicle suspension device according to the first embodiment of the present invention is operated in the braking mode in the control running mode.
11 is a schematic view showing a suspension system for a vehicle according to a second embodiment of the present invention.
12 is a configuration diagram schematically showing a suspension system for a vehicle according to a third embodiment of the present invention.

Hereinafter, embodiments of a vehicle suspension device according to the present invention will be described with reference to the accompanying drawings. In the course of describing the suspension device for a vehicle, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

First, a vehicle suspension system according to a first embodiment of the present invention will be described.

FIG. 1 is a schematic view showing a suspension system for a vehicle according to a first embodiment of the present invention, and FIG. 2 is an enlarged view schematically showing a suspension system for a vehicle according to a first embodiment of the present invention.

1 and 2, a vehicle suspension system according to a first embodiment of the present invention includes a piston 120, a suspension spring 130, a first cylinder 140, a second cylinder 150, An oil line 160, a hydraulic line 170, and a flow control valve 180.

The piston 120 is installed in a cross member 110 connected to the front wheel and the rear wheel. The cross member 110 includes a front wheel cross member 110 connected to the front wheel and a rear wheel cross member 110 connected to the rear wheel. The cross members 110 are arranged in parallel in the left-right direction of the vehicle body 10. [

The piston 120 includes a suspension cylinder 121 connected to the cross member 110 and a suspension rod 125 installed to be able to reciprocate in the suspension cylinder 121.

Both ends of the suspension spring 130 are supported by the piston 120. For example, the lower plate 122 is fixed to the suspension cylinder 121, and the upper plate 126 is fixed to the suspension rod 125. At this time, both ends of the suspension spring 130 are supported by the lower plate 122 and the upper plate 126.

The first cylinder 140 is installed between the piston 120 and the vehicle body 10 to adjust the height of the vehicle body 10. When fluid is supplied to the interior of the first cylinder 140, the height of the vehicle body 10 increases as the first cylinder 140 extends along the longitudinal direction. When the fluid is discharged from the first cylinder 140, the height of the vehicle body 10 decreases as the first cylinder 140 is reduced along the longitudinal direction.

The second cylinder 150 is connected to both ends of the suspension spring 130 and is expanded and contracted together with the suspension spring 130. When the fluid is supplied to the interior of the second cylinder 150, the second cylinder 150 extends along the longitudinal direction. Further, when the fluid is discharged from the inside of the second cylinder 150, the second cylinder 150 is contracted along the longitudinal direction. The second cylinder 150 assists in buffering the suspension spring 130 by being elastically stretched and contracted together with the suspension spring 130. The second cylinder 150 may be formed in a bellows shape so that the second cylinder 150 can be expanded or contracted according to the supply amount of the fluid.

The hydraulic pressure correction device 160 is connected to the vehicle body 10 and the cross member 110. In addition, the hydraulic pressure correction device 160 can be disposed at various positions of the vehicle body 10. [ The hydraulic pressure correction device 160 includes a housing 161, a floating member 163, and an air piston 165.

The housing 161 is installed in the vehicle body 10, and one side is connected to the hydraulic line 170. The housing 161 contains fluid and air. The housing 161 may be formed in a cylindrical shape or a polygonal shape.

The floating member 163 divides the internal space of the housing 161 into the hydraulic chamber 161b and the pneumatic chamber 161a. The floating member 163 is movably installed in the inner space of the housing 161 to vary the sizes of the hydraulic chamber 161b and the pneumatic chamber 161a.

The air piston 165 is provided on the other side of the housing 161 to compress and expand the air in the pneumatic chamber 161b to move the floating member 163. The air piston 165 is engaged with the housing 161 in a screw manner by the lower fixing part and is moved up and down by the rotation of the fixing part under the air piston 165. As the air piston 165 is raised and lowered, the air inside the pneumatic chamber 161b is compressed and expanded. The rotation of the fixed portion can be configured by a motor such as a servo motor. The size of the hydraulic chamber 161b and the pneumatic chamber 161a are varied as the floating member 163 is moved along the longitudinal direction of the housing 161. [

The hydraulic line 170 connects the first cylinder 140, the second cylinder 150, and the hydraulic pressure correction device 160. For example, the hydraulic line 170 includes a first hydraulic line 171 connected to the hydraulic chamber 161b, a second hydraulic line 172 connected to the first cylinder 140 and the first hydraulic line 171, And a third hydraulic line 173 connected to the second cylinder 150 and the first hydraulic line 171.

The flow control valve 180 is installed on the hydraulic line 170 to regulate the flow of the fluid to or from the first cylinder 140, the second cylinder 150 and the hydraulic pressure correction device 160. The flow control valve 180 may be a three way valve installed at a portion where the first hydraulic line 171, the second hydraulic line 172 and the third hydraulic line 173 are connected. The flow control valve 180 can regulate the flow of the fluid received in the hydraulic chamber 161b to the first cylinder 140 or the second cylinder 150. [ The flow control valve 180 may regulate the flow of the fluid received in the first cylinder 140 and the second cylinder 150 to the hydraulic chamber 161b through the first hydraulic line 171. [

The operation of the suspension system for a vehicle according to the first embodiment of the present invention will be described.

FIG. 3 is a flowchart showing that the vehicle suspension system according to the first embodiment of the present invention is operated in the load unbalance dissipation mode, and FIG. 4 is a flowchart showing the operation of the vehicle suspension system according to the first embodiment of the present invention, As shown in Fig.

3 and 4, when a passenger or a cargo is mounted on a vehicle, the load is concentrated on one side of the vehicle. At this time, as one side of the vehicle is tilted by the load, the garage is relatively lowered.

A sensor unit (not shown) senses loading of a passenger or loading of a cargo (S11). The sensor unit transmits a signal relating to the height of the garage to the control unit 190.

The control unit 190 determines whether the load of the vehicle is biased to one side by the signal received from the sensor unit (S12).

The control unit 190 controls the fluid supplied to the first cylinder 140 at the biased position to be supplied (S13). At this time, the control unit 190 opens the flow control valve 180 connected to the first cylinder 140 at the biased position, and drives the air piston 165 to move the floating member 163 upward. Then, the fluid received in the hydraulic chamber 161b flows into the first cylinder 140 through the first hydraulic line 171 and the second hydraulic line 172. As the fluid is supplied to the first cylinder 140, the first cylinder 140 is extended along the longitudinal direction.

The control unit 190 determines whether the height of the portion where the load is concentrated is the same as the height of the other portion (S14). The control unit 190 supplies the fluid to the first cylinder 140 until the entire vehicle is adjusted to the same height.

If the control unit 190 determines that the height of the vehicle (four portions near the wheel) is totally the same, the control unit 190 stops supplying the fluid to the first cylinder 140 at the biased position (S15). Then, the flow control valve 180 is controlled to stop the flow of the fluid in the second hydraulic line 172, and to control the communication of the first hydraulic line 171 and the third hydraulic line 173. Therefore, the height of the first cylinder 140 is not substantially variable, and the height of the first cylinder 140 is maintained. Thereafter, when the shock absorber absorbs the road surface impact during traveling, the air piston 165 is restored to a proper position so that the second cylinder 150 can move in a fluid manner.

As described above, when the load of the vehicle is unbalanced due to the loading of the passenger and the cargo, the height of the portion where the load is concentrated on the vehicle can be uniformly adjusted. Therefore, when the vehicle is running, .

FIG. 5 is a flowchart showing that the vehicle suspension device according to the first embodiment of the present invention is operated in the swing motion mode in the straight running mode, and FIG. 6 is a flowchart showing the operation of the vehicle suspension device according to the first embodiment of the present invention, And the vehicle is operated in the revolving motion mode in the running mode.

5 and 6, the vehicle is operated in the normal straight traveling mode (S21). The normal straight run mode means that the vehicle runs on a flat road at a constant speed. The control unit 190 may compare the speed and impact of the vehicle sensed by the sensor unit with data stored in advance and determine whether the vehicle is in the normal straight traveling mode.

In the sensor part, it is possible to detect the turning amount by measuring the amount of displacement of the vehicle (the height of the four parts near the wheel) or the gyro sensor and the acceleration sensor or the steering angle of the vehicle, or to estimate the turning situation using GPS and road information And detects whether the vehicle is turning (S22). The sensor unit transmits a signal relating to the speed of the vehicle to the control unit 190. The control unit 190 compares the speed of the vehicle with previously stored data to determine whether or not the vehicle is turning.

When the vehicle performs a swing motion to one side (the right side in Fig. 6), the load is concentrated on one side of the vehicle. At this time, as the fluid is supplied to the first cylinder 140 disposed at one side of the vehicle, the first cylinder 140 is extended (S23). In more detail, as the air piston 165 is lifted in the pneumatic chamber 161a, the floating member 163 is moved upward by the compressive force of the air. The fluid of the second cylinder 150 is also moved to the first cylinder 140 through the third hydraulic line 173 and the second hydraulic line 172 on the principle of Pascal by the compressive force according to the biased load of the vehicle do. When the position of the floating member 163 at the position where the load is biased reaches the maximum height, the control unit 190 stops the fluid flow in the second hydraulic line 172 (S25). The flow control valve 180 communicates only the second hydraulic line 172 with the third hydraulic line 173 and closes the first hydraulic line 171 to determine the next first cylinder height, And adjusts the flow rate to be discharged by the cylinder 150 (S26). Accordingly, as the fluid is supplied to the first cylinder 140 at the biased position, the length of the first cylinder 140 is elongated.

As described above, by increasing the height of the first cylinder 140 located on one side (right side) of the vehicle when the vehicle is turning, it is possible to suppress the vehicle from leaning to one side. Therefore, when the vehicle turns, the cornering performance of the vehicle improves, and the ride comfort can be improved.

FIG. 7 is a flowchart showing how the suspension system for a vehicle according to the first embodiment of the present invention is operated in the acceleration running mode in the control running mode, and FIG. 8 is a flowchart showing the operation of the vehicle suspension system according to the first embodiment of the present invention, 9 is an operational state diagram showing a state in which the vehicle suspension device according to the first embodiment of the present invention is operated in the deceleration running mode in the control running mode .

Referring to Figs. 7 to 9, the vehicle is operated in the straight running mode (S31).

The sensor unit measures the speed of the vehicle and detects whether the vehicle is decelerating or not (S32). The sensor unit transmits a signal relating to the speed of the vehicle to the control unit 190. The control unit 190 can determine the acceleration of the vehicle based on the received speed signal and determine whether the vehicle is decelerating or not.

When it is determined that the vehicle is decelerating, the control unit 190 drives the air piston 165 disposed in front of the vehicle. As the air piston 165 rises in the pneumatic chamber 161a, the floating member 163 is raised by the compressive force of the air.

The fluid in the hydraulic chamber 161b moves to the first cylinder 140 through the first hydraulic line 171 and the second hydraulic line 172 as the floating member 163 is lifted. The fluid of the second cylinder 150 is also moved to the first cylinder 140 through the third hydraulic line 173 and the second hydraulic line 172 on the principle of Pascal by the compressive force according to the biased load of the vehicle (S34). When the position of the floating member 163 at the position where the load is biased reaches the maximum height, the control unit 190 stops the fluid flow in the second hydraulic line 172 (S35, S36). And the flow control valve 180 communicates only the second hydraulic line 172 with the third hydraulic line 173 and closes the first hydraulic line 171 to determine the height of the first cylinder 140 And adjusts the flow rate to be discharged by the second cylinder 150 (S37). Accordingly, as the fluid is supplied to the first cylinder 140 at the rear, the length of the first cylinder 140 is elongated.

At this time, since the height of the first cylinder 140 disposed at the rear of the vehicle is increased, it is possible to alleviate the load of the vehicle to the rear of the vehicle at the time of acceleration running. Therefore, it is possible to secure the dynamic stability of the vehicle at the time of acceleration running and to improve the ride comfort at the time of acceleration running. When all the deceleration is completed, all the hydraulic lines are communicated and the air piston 165 of the pneumatic chamber 161 is returned to its original position to return to the straight running mode (S37).

10 is an operational state diagram showing a state in which the vehicle suspension device according to the first embodiment of the present invention is operated in the acceleration running mode in the control running mode.

Referring to FIG. 10, when the vehicle is accelerated, the load is applied to the rear side of the vehicle. A fluid is supplied to the first cylinder 140 located at the rear of the vehicle to extend the length of the first cylinder 170. [ Therefore, when the vehicle is accelerated, the height of the garage on the rear side of the vehicle can be relatively increased, so that the dynamic performance of the vehicle can be improved.

Since the process of supplying the fluid to the first cylinder 140 is substantially the same as that described above, a description thereof will be omitted.

Next, a vehicle suspension system according to a second embodiment of the present invention will be described.

11 is a schematic view showing a suspension system for a vehicle according to a second embodiment of the present invention.

11, the vehicle suspension system according to the first embodiment of the present invention includes a piston 120, a suspension spring 130, a first cylinder 140, a second cylinder 150, a hydraulic pressure compensating device 160, A hydraulic line 170, and a flow control valve 180.

The piston 120 is installed in a cross member 110 connected to the front wheel and the rear wheel. The cross member 110 includes a front wheel cross member 110 connected to an electric current and a rear wheel cross member 110 connected to a rear wheel. The cross members 110 are arranged in parallel in the left-right direction of the vehicle body 10. [

The piston 120 includes a suspension cylinder 121 connected to the cross member 110 and a suspension rod 125 installed to be able to reciprocate in the suspension cylinder 121.

Both ends of the suspension spring 130 are supported by the piston 120. For example, the lower plate 122 is fixed to the suspension cylinder 121, and the upper plate 126 is fixed to the suspension rod 125. At this time, both ends of the suspension spring 130 are supported by the lower plate 122 and the upper plate 126.

The first cylinder 140 is installed between the piston 120 and the vehicle body 10 to adjust the height of the vehicle body 10. At this time, when fluid is supplied to the interior of the first cylinder 140, the height of the vehicle body 10 increases as the first cylinder 140 extends along the longitudinal direction. When the fluid is discharged from the first cylinder 140, the height of the vehicle body 10 decreases as the first cylinder 140 is reduced along the longitudinal direction.

The second cylinder 150 is connected to the vehicle body 10 and the cross member 110 and is expanded and contracted together with the suspension spring 130. At this time, when the fluid is supplied to the interior of the second cylinder 150, the second cylinder 150 extends along the longitudinal direction. Further, when the fluid is discharged from the inside of the second cylinder 150, the second cylinder 150 is contracted along the longitudinal direction. The second cylinder 150 assists in buffering the suspension spring 130 by being elastically stretched and contracted together with the suspension spring 130. The second cylinder 150 may be formed in a bellows shape so that the second cylinder 150 can be expanded or contracted according to the supply amount of the fluid.

The hydraulic pressure correction device 160 is connected to the vehicle body 10 and the cross member 110. In addition, the hydraulic pressure correction device 160 can be disposed at various positions of the vehicle body. The hydraulic pressure correction device 160 includes a housing 161, a floating member 163, and an air piston 165.

The housing 161 is installed in the vehicle body 10, and one side is connected to the hydraulic line. The housing 161 contains fluid and air. The housing 161 may be formed in a cylindrical shape or a polygonal shape.

The floating member 163 divides the internal space of the housing 161 into the hydraulic chamber 161b and the pneumatic chamber 161a. The floating member 163 is movably installed in the inner space of the housing 161 to vary the sizes of the hydraulic chamber 161b and the pneumatic chamber 161a.

The air piston 165 is provided on the other side of the housing 161 to compress and expand the air in the pneumatic chamber 161b to move the floating member 163. The air piston 165 is engaged with the housing 161 in a screw manner by the lower fixing part and is moved up and down by the rotation of the fixing part under the air piston 165. As the air piston 165 is raised and lowered, the air inside the pneumatic chamber 161b is compressed and expanded. The rotation of the fixed portion can be configured by a motor such as a servo motor. The size of the hydraulic chamber 161b and the pneumatic chamber 161a are varied as the floating member 163 is moved along the longitudinal direction of the housing 161. [

The hydraulic line 170 connects the first cylinder 140, the second cylinder 150, and the hydraulic pressure correction device 160. For example, the hydraulic line 170 includes a first hydraulic line 171 connected to the hydraulic chamber 161b, a second hydraulic line 172 connected to the first cylinder 140 and the first hydraulic line 171, And a third hydraulic line 173 connected to the second cylinder 150 and the first hydraulic line 171.

The flow control valve 180 is installed on the hydraulic line 170 to regulate the flow of the fluid to or from the first cylinder 140, the second cylinder 150 and the hydraulic pressure correction device 160. The flow control valve 180 may be a three-way valve installed at a portion where the first hydraulic line 171, the second hydraulic line 172 and the third hydraulic line 173 are connected. The flow control valve 180 can regulate the flow of the fluid received in the hydraulic chamber 161b to the first cylinder 140 or the second cylinder 150. [ The flow control valve 180 may regulate the flow of the fluid received in the first cylinder 140 and the second cylinder 150 to the hydraulic chamber 161b through the first hydraulic line 171. [

The second embodiment differs from the first embodiment in that the second cylinder 150 is connected to the vehicle body 10 and the cross member 110. The second cylinder 150 is expanded and contracted together with the suspension spring 130 to absorb the impact of the vehicle. Since the second embodiment is substantially the same as the first embodiment, the description of the operation of the second embodiment will be omitted.

Next, a vehicle suspension system according to a third embodiment of the present invention will be described.

11 is a schematic view showing a suspension system for a vehicle according to a second embodiment of the present invention.

12, a vehicle suspension system according to the first embodiment of the present invention includes a piston 120, a cylinder 140, a hydraulic pressure correction device 160, a hydraulic line 170, and a flow control valve 180 do.

The piston 120 is installed in a cross member 110 connected to the front wheel and the rear wheel. The cross member 110 includes a front wheel cross member 110 connected to an electric current and a rear wheel cross member 110 connected to a rear wheel. The cross members 110 are arranged in parallel in the left-right direction of the vehicle body 10. [

The piston 120 includes a suspension cylinder 121 connected to the cross member 110, a suspension rod 125 provided to be able to reciprocate on the suspension cylinder 121, and a piston 120 installed to surround the outer side of the suspension cylinder 121 And a bellows 127. The bellows 127 is expanded and contracted as the suspension rod 125 and the suspension cylinder 121 are relatively moved.

The cylinder 140 is installed between the piston 120 and the body 10 to adjust the height of the body 10. At this time, when fluid is supplied to the interior of the cylinder 140, the height of the body 10 increases as the cylinder 140 extends along the longitudinal direction. When the fluid is discharged from the cylinder 140, the height of the vehicle body 10 decreases as the cylinder 140 is reduced along the longitudinal direction.

The hydraulic pressure correction device 160 is connected to the vehicle body 10 and the cross member 110. In addition, the hydraulic pressure correction device 160 can be disposed at various positions of the vehicle body 10. [ The hydraulic pressure correction device 160 includes a housing 161, a floating member 163, and an air piston 165.

The housing 161 is installed in the vehicle body 10, and one side is connected to the hydraulic line 170. The housing 161 contains fluid and air. The housing 161 may be formed in a cylindrical shape or a polygonal shape.

The floating member 163 divides the internal space of the housing 161 into the hydraulic chamber 161b and the pneumatic chamber 161a. The floating member 163 is movably installed in the inner space of the housing 161 to vary the sizes of the hydraulic chamber 161b and the pneumatic chamber 161a.

The air piston 165 is provided on the other side of the housing 161 to compress and expand the air in the pneumatic chamber 161b to move the floating member 163. The air piston 165 is engaged with the housing 161 in a screw manner by the lower fixing part and is moved up and down by the rotation of the fixing part under the air piston 165. As the air piston 165 is raised and lowered, the air inside the pneumatic chamber 161b is compressed and expanded. The rotation of the fixed portion can be configured by a motor such as a servo motor. The size of the hydraulic chamber 161b and the pneumatic chamber 161a are varied as the floating member 163 is moved along the longitudinal direction of the housing 161. [

The hydraulic line 170 connects the cylinder 140, the suspension cylinder 121, and the hydraulic pressure compensating device 160. For example, the hydraulic line 170 includes a first hydraulic line 171 connected to the hydraulic chamber 161b, a second hydraulic line 172 connected to the cylinder 140 and the first hydraulic line 171, , And a third hydraulic line (173) connected to the piston (120) and the first hydraulic line (171).

The flow control valve 180 is installed in the hydraulic line 170 to regulate the flow of the fluid to or from the cylinder 140, the suspension cylinder 121 and the hydraulic pressure correction device 160. The flow control valve 180 may be a three-way valve installed at a portion where the first hydraulic line 171, the second hydraulic line 172 and the third hydraulic line 173 are connected. The flow control valve 180 can control the flow path so as to supply the fluid contained in the hydraulic chamber 161b to the cylinder 140 or the suspension cylinder 121 of the piston 120. [ The flow control valve 180 can regulate the flow of the fluid accommodated in the cylinder 140 and the suspension cylinder 121 through the first hydraulic line 171 to the hydraulic chamber 161b.

The third embodiment is different from the first embodiment in that the suspension cylinder 121 is connected to the cylinder 140 and the suspension spring 130 is not provided. The third embodiment is substantially the same as the operation of the first embodiment except for the difference described above, so the description of the operation of the third embodiment will be omitted.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. I will understand.

Accordingly, the true scope of protection of the present invention should be defined by the claims.

10: Body 110: Cross member
120: Piston 121: Suspension cylinder
122: Lower plate 125: Suspension rod
126: upper plate 130: suspension spring
140: first cylinder 150: second cylinder
160: Hydraulic pressure compensating device 161: Housing
161a: Pneumatic chamber 161b: Hydraulic chamber
163: Floating member 165: Air piston
170: hydraulic line 171: first hydraulic line
172: second hydraulic line 173: third hydraulic line
180: flow control valve 180: control part

Claims (12)

A piston mounted on the cross member connected to the front wheel and the rear wheel;
A suspension spring installed to support both ends of the piston;
A first cylinder disposed between the piston and the vehicle body to adjust a height of the vehicle body;
A second cylinder connected to both ends of the suspension spring and expanded / contracted together with the suspension spring;
A hydraulic pressure correction device connected to the vehicle body and the cross member;
A hydraulic line connecting the first cylinder, the second cylinder, and the hydraulic pressure correction device; And
And a flow control valve installed in the hydraulic line for regulating a flow path for supplying or blocking fluid to the first cylinder, the second cylinder, and the hydraulic pressure compensating device.
The method according to claim 1,
The hydraulic pressure correcting device comprises:
A housing installed in the vehicle body and having one side connected to the hydraulic line;
A floating member that divides an internal space of the housing into a hydraulic chamber and a pneumatic chamber and is movably installed in an inner space of the housing;
An air piston installed on the other side of the housing for compressing and expanding the air in the pneumatic chamber to move the floating member; And
And a step motor provided below the housing to allow the air piston to move up and down.
3. The method of claim 2,
The hydraulic line may include:
A first hydraulic line connected to the hydraulic chamber;
A second hydraulic line connected to the first cylinder and the first hydraulic line; And
And a third hydraulic line connected to the second cylinder and the first hydraulic line.
The method of claim 3,
Wherein the flow control valve is a three-way valve provided at a portion to which the first hydraulic line, the second hydraulic line and the third hydraulic line are connected.
A piston mounted on the cross member connected to the front wheel and the rear wheel;
A suspension spring installed to support both ends of the piston;
A first cylinder disposed between the piston and the vehicle body to adjust a height of the vehicle body;
A second cylinder connected to the vehicle body and the cross member and stretched and contracted together with the suspension spring;
A hydraulic pressure correction device connected to the vehicle body and the cross member;
A hydraulic line connecting the first cylinder, the second cylinder, and the hydraulic pressure correction device; And
And a flow control valve installed in the hydraulic line for regulating a flow path for supplying or blocking fluid to the first cylinder, the second cylinder, and the hydraulic pressure compensating device.
6. The method of claim 5,
The hydraulic pressure correcting device comprises:
A housing installed in the vehicle body and having one side connected to the hydraulic line;
A floating member that divides an internal space of the housing into a hydraulic chamber and a pneumatic chamber and is movably installed in an inner space of the housing;
An air piston installed on the other side of the housing for compressing and expanding the air in the pneumatic chamber to move the floating member; And
And a step motor provided below the housing to allow the air piston to move up and down.
The method according to claim 6,
The hydraulic line may include:
A first hydraulic line connected to the hydraulic chamber;
A second hydraulic line connected to the first cylinder and the first hydraulic line; And
And a third hydraulic line connected to the second cylinder and the first hydraulic line.
8. The method of claim 7,
Wherein the flow control valve is a three-way valve provided at a portion to which the first hydraulic line, the second hydraulic line and the third hydraulic line are connected.
A piston mounted on the cross member connected to the front wheel and the rear wheel;
A cylinder disposed between the piston and the vehicle body to adjust a height of the vehicle body;
A hydraulic pressure correction device connected to the vehicle body and the cross member;
A hydraulic line connecting the piston, the cylinder, and the hydraulic pressure compensating device; And
And a flow control valve installed on the hydraulic line to regulate a flow path for supplying or blocking fluid to the piston, the cylinder, and the hydraulic pressure correcting device.
10. The method of claim 9,
The hydraulic pressure correcting device comprises:
A housing installed in the vehicle body and having one side connected to the hydraulic line;
A floating member that divides an internal space of the housing into a hydraulic chamber and a pneumatic chamber and is movably installed in an inner space of the housing;
An air piston installed on the other side of the housing for compressing and expanding the air in the pneumatic chamber to move the floating member; And
And a step motor provided below the housing to allow the air piston to move up and down.
11. The method of claim 10,
The hydraulic line may include:
A first hydraulic line connected to the hydraulic chamber;
A second hydraulic line connected to the cylinder and the first hydraulic line; And
And a third hydraulic line connected to the piston and the first hydraulic line.
12. The method of claim 11,
Wherein the flow control valve is a three-way valve provided at a portion to which the first hydraulic line, the second hydraulic line and the third hydraulic line are connected.
KR1020140022266A 2014-02-25 2014-02-25 Suspension apparatus for vehicle KR20150100441A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102239457B1 (en) * 2020-01-08 2021-04-14 아주대학교산학협력단 Method for maintaining horizontal posture and control system thereof

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102239457B1 (en) * 2020-01-08 2021-04-14 아주대학교산학협력단 Method for maintaining horizontal posture and control system thereof

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