KR20200065358A - Suspension system for vehicle - Google Patents

Abstract

The present invention relates to a suspension system for a vehicle, which can randomly control under-steer characteristics, that is, lateral force steer characteristics, of the vehicle rear suspension in accordance with the taste of the driver, and can perform a detailed tuning and enable the vehicle to immediately respond through the control of the lateral force steer characteristics. To this end, in the suspension system for the vehicle comprising arm parts connected to the portion between a carrier, on which vehicle wheels are mounted, and a vehicle body, one end unit of an assist arm among the arm parts is engaged with the vehicle body, and an actuator having an operation rod, which moves forward and backward, is mounted on the carrier. In addition, the other end unit of the assist arm is connected to the operation rod of the actuator, and the position of the other end unit of the assist arm can be controlled to move forward and backward by the movement of the operation rod forwards and backwards.

Description

Vehicle suspension system {Suspension system for vehicle}

The present invention relates to a suspension system of a vehicle, and more specifically, according to a driver's preference, the understeer characteristic of the vehicle rear suspension, that is, the lateral steer characteristic can be arbitrarily adjusted, and the fine tuning and adjustment of the vehicle through adjustment of the lateral steer characteristic It relates to a suspension system of a vehicle that enables an immediate response.

In general, a vehicle suspension system (that is, a suspension device) is a device that connects a vehicle body and a wheel using a plurality of links.

Such a suspension system is designed to effectively block inputs such as vibrations or shocks caused by irregular road surfaces while driving a vehicle to provide a comfortable ride to a passenger.

In addition, the suspension system of the vehicle provides the driving convenience by appropriately controlling the driver's driving behavior and the shaking of the vehicle body caused by the curvature of the road surface, and maintaining the vertical load on the tire ground surface at an appropriate level when driving on irregular road surfaces. It provides stability and coordination during turning, braking, and driving.

Among known suspension systems, the Active Geometry Control Suspension (AGCS) system, which can be applied to the rear suspension of a vehicle, uses an electrically operated actuator to change the geometry of the rear suspension and consequently to turn it. It is a system that can greatly improve the handling performance of a vehicle by increasing the amount of roll steer.

In particular, the active geometry control suspension system induces toe-in when there is a risk of poor adjustability due to a tendency of toe-out when turning the vehicle, thereby inducing toe-in adjustment stability when a vehicle roll occurs. Improves.

For such an active geometry control suspension system, Patent Publication No. 10-2004-0075481, Patent Publication No. 2003-0017668, Registered Patent No. 10-1446945, Registered Patent No. 10-1294074, Registered Patent No. 10-1776714 , Patent No. 10-1795374, Patent No. 10-1518884, Patent No. 10-1294068, etc. are disclosed in detail.

On the other hand, Figure 1 is a perspective view showing a conventional four-link rear suspension system, Figure 2 is a view for explaining the lateral force steer generating mechanism in the conventional four-link rear suspension system.

In FIG. 1, reference numeral 1 denotes a carrier, and reference numerals 2, 3, 4, and 5 indicate arm-type parts constituting a suspension link, reference numeral 2 denotes a trailing arm, and reference numeral 3 denotes The assist arm denotes an upper arm, and the reference numeral 5 denotes a lower arm.

As can be seen in Figure 2, when the vehicle is turning, such as when a lateral force is generated on the tire and acts, there is a problem that a toe-in occurs and a reaction force is generated in the dark, at this time, the rigidity of the assist arm 3 is the lower arm 5 ) Is smaller than the stiffness and close to the wheel center (tire patch), so that large deformation occurs.

Therefore, in the case of the known 4-link rear suspension system illustrated in FIG. 1, the bush characteristic value of the rock is changed or the relative positions of the assist arm 3 and the lower arm 5 are changed in order to tune the lateral steer related factors. By adjusting the steer characteristic (lateral force steer characteristic) of the wheel by force.

However, conventionally, it is difficult to change the characteristics of the vehicle after the suspension system is set, and there is a limitation in tuning the lateral steer according to the characteristic distribution of the bush and its shape.

In addition, the existing active geometry control suspension (AGCS) system capable of changing the tow can significantly change the tow characteristic compared to the lateral steer characteristic according to the precision of the actuator, which is a factor that changes the tow characteristic of the rear suspension, and can change the characteristics of the vehicle. Difficult to fine-tune.

Therefore, the present invention was created to solve the above problems, and according to the driver's preference, the understeer characteristic of the vehicle rear suspension, that is, the lateral steer characteristic can be arbitrarily adjusted, and the conventional active through the adjustment of the lateral steer characteristic. The aim is to provide a suspension system of a vehicle that enables more precise tuning and an immediate response of the vehicle compared to a tow adjustment device provided in the geometric control suspension (AGCS) system.

In order to achieve the above object, according to an embodiment of the present invention, in the suspension system of a vehicle comprising a female part connected between a vehicle body and a carrier on which the wheel is mounted, one end of the assist arm of the female part to the vehicle body An actuator having a working rod that is engaged and operated back and forth is mounted on the carrier, and the other end of the assist arm is connected to the working rod of the actuator so that the position of the other end of the assist arm is driven by the back and forth movement of the working rod. It provides a suspension system of a vehicle, characterized in that configured to be adjustable back and forth.

In a preferred embodiment, the actuator is mounted so that the operation rod moves forward and backward in the vehicle body in the front-rear direction, so that the position of the other end of the assist arm can be adjusted in the front-rear direction of the vehicle body by the operation rod.

In addition, a bush is mounted on the other end of the assist arm, and the bush is coupled to the operating rod of the actuator, so that the other end of the assist arm is connected to the actuator via the bush.

In addition, the operation rod is characterized in that it has a support portion for fixing by supporting the other end of the assist arm or the bush on the operation rod.

Here, the support portion is characterized in that the flange formed in the radially expanded shape from the operating rod.

In addition, in the state in which the support portion supports the other end portion or the bush of the assist arm, a nut for preventing the bush from coming off is fastened to the end portion of the operation rod.

Thus, according to the suspension system of the vehicle according to the present invention, according to the driver's preference, the understeer characteristic of the vehicle rear suspension, i.e., the lateral force steer characteristic can be arbitrarily adjusted, and the conventional active geometry control suspension through the adjustment of the lateral force steer characteristic ( AGCS) has the effect of enabling more precise tuning and immediate response of the vehicle compared to the tow control device provided in the system.

1 is a perspective view showing a conventional four-link rear suspension system.
2 is a view for explaining a lateral force steer generating mechanism in a conventional four-link rear suspension system.
3 is a perspective view showing a four-link rear suspension system according to an embodiment of the present invention.
4 is an enlarged view of an actuator installed in an embodiment of the present invention.
5 is a block diagram showing an actuator in an embodiment of the present invention.
6 and 7 are views illustrating the state of the suspension according to the operating state of the actuator in the embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art to which the present invention pertains can easily practice. However, the present invention is not limited to the embodiments described herein and may be embodied in other forms.

Throughout the specification, when a part “includes” a certain component, this means that other components may be further included rather than excluding other components unless specifically stated to the contrary.

The present invention relates to a suspension system of a vehicle, and more particularly, to a rear suspension system applied to a rear wheel of a vehicle.

In addition, the suspension system of the present invention is an improvement of the conventional active geometry control suspension (AGCS) system, and in particular, an improvement of the conventional 4-link rear suspension system, according to the driver's preference, the understeer characteristic of the vehicle rear suspension, In other words, it is possible to arbitrarily adjust the lateral force steer characteristics, and by enabling adjustment of the lateral force steer characteristics, more detailed tuning and immediate response of the vehicle are possible.

3 is a perspective view showing a four-link rear suspension system according to an embodiment of the present invention, and FIG. 4 is an enlarged view of an actuator installed in an embodiment of the present invention.

In addition, FIG. 5 is a configuration diagram showing an actuator in an embodiment of the present invention, and FIGS. 6 and 7 are views illustrating a state of suspension according to an operation state of the actuator in an embodiment of the present invention.

First, the configuration of the suspension system will be described with reference to FIG. 3. In FIG. 1, reference numeral 1 denotes a carrier, and reference numerals 2, 3, 4, and 5 indicate arms forming a suspension link. As a designation of parts, reference numeral 2 denotes a trailing arm, reference numeral 3 denotes an assist arm, reference numeral 4 denotes an upper arm, and reference numeral 5 denotes a lower arm. (lower arm).

In the embodiment of the present invention, there is no difference from the known four-link rear suspension system, except that the actuator 20 to be described later is additionally installed in the coupling relationship and function of the carrier and the female part.

That is, a wheel (not shown) in which a braking device (disc brake) (not shown) is coupled to the carrier 1 is mounted.

The carrier 1 is rotatably supporting the wheel (rear wheel).

In addition, the carrier 1 is connected to the cross member 10 through the upper arm 4, the lower arm 5, and the assist arm 3, and the side member (not shown) of the lower body through the trailing arm 2 ).

At this time, the trailing arm 2 is mounted with one end connected to the side member of the vehicle body and the other end connected to the carrier 1.

In addition, the trailing arm (2) is connected forward from the carrier (1) to support the forward and backward behavior of the carrier, and for this purpose, a bush (2a) made of an elastic body is coupled to the front end to absorb some of the inner and outer behavior. It is composed.

In addition, the trailing arm 2 is provided to be able to deform while absorbing lateral displacement when the tire moves up and down, and the trailing arm 2 and the carrier 1 are mounted on the vehicle body in a state fastened by bolts.

The upper arm 4, the lower arm 5, and the assist arm 3 are provided to support the lateral force acting on the carrier 1, wherein the vertical movement of the carrier 1 is performed by the shock absorber 6 It is configured to be supported.

The upper arm 4, the lower arm 5, and the assist arm 3 connect between the cross member 10 and the carrier 1 arranged in the vehicle width direction, and the shock absorber 6 is attached to the lower arm 5 (And spring) are mounted.

On the other hand, in the conventional rear suspension system, the upper arm, the lower arm, and the assist arm are mounted to connect the cross member of the vehicle body and the carrier, wherein the upper arm, lower arm, and assist arm are all directly coupled to the carrier (FIG. 1). Reference).

That is, each one end of the upper arm, the lower arm, and the assist arm is directly coupled to each angular position of the cross member, and the other ends of the upper arm, the lower arm, and the assist arm are directly coupled to each angular position of the carrier.

On the other hand, in the rear suspension system according to the embodiment of the present invention, the actuator 20 is disposed between the assist arm 3 and the carrier 1.

At this time, each one end of the upper arm 4 and the lower arm 5 is directly coupled to each predetermined position of the cross member 10, and each other end of the upper arm 4 and the lower arm 5 is a carrier (1 ) Is directly coupled to each specified position.

However, in the case of the assist arm 3, one end thereof is directly coupled to the cross member 10, but the other end is coupled to the drive portion of the actuator 20.

At this time, in the conventional rear suspension system, the actuator 20 is mounted on the assist arm mounting portion 1a in the carrier 1, which is the portion where the other end of the assist arm is coupled (see FIG. 4).

The actuator 20 includes an actuator body 21 and an operation rod 22, wherein the actuator body 21 is a fixed element, in which the other end of the assist arm 3 is coupled, a part in the carrier, i.e. As shown in 4, it is fixedly coupled to the assist arm mounting portion 1a in the carrier 1.

In addition, the operation rod 21 is to be a driving unit of the actuator 20, the end of the assist arm 3 is coupled to the operation rod 21.

In the conventional suspension system, a bush is mounted at the end of the assist arm that is coupled to the assist arm mounting portion of the carrier, and the end of the assist arm is coupled to the assist arm mounting portion of the carrier via this bush.

By applying this, in the present invention, the end of the assist arm 3 can be coupled to the working rod 22 of the actuator 20 via the bush 3a, and the opposite end of the assist arm 3 is conventional. Similarly, it is coupled to the cross member 10 which is a body part.

Here, the bush (3a) may have a configuration similar to the bush for the known assist arm, for example, although not shown in the drawing, the rubber material is interposed between the outer pipe and the inner pipe, the outer pipe and the inner pipe and coupled It may include an elastic body, it may be coupled with the working rod 22 is inserted into the inner pipe.

At this time, when the operation rod 22 is driven back and forth by the drive of the actuator 20, the operation rod 22 so that the end of the assist arm 3 can be integrally moved together with the operation rod 22 that moves forward and backward. And the end of the assist arm 3 are combined.

In the present invention, the actuator 20 is installed so as to be arranged long in the front-rear direction of the vehicle body based on the vehicle body, and at this time, the operation rod 22 is provided to operate in the front-rear direction of the vehicle body.

Therefore, when the operation rod 22 moves forward and backward, the end of the assist arm 3 coupled to the operation rod 22 also moves back and forth.

4 and 5, the actuator body 21 is integrally fixed to the carrier 1, and an operation rod 22 operating back and forth in the actuator 20 is extended and extended forward from the actuator body 21. Can see

And, on the operation rod 22 in a position close to the actuator body 21, a support portion 23 supporting the end portion of the assist arm 3 from the side is integrally formed, and the assist arm 3 is provided on the support portion 23. The bush 3a is fitted on the operation rod 22 so that the end of the bush or the bush 3a installed therein can be supported.

In a preferred embodiment, the support 23 may be a flange formed in a radially extended shape from the working rod 22.

In addition, as described above, in the state in which the bush 3a is coupled to the operation rod 22, a nut 24 for preventing departure from being screwed off from the operation rod is screwed to the end portion of the operation rod, whereby the actuator 20 When the operation rod 22 of the forward and backward movement of the assist arm 3 coupled via the bush 3a as a medium is also able to move in the same direction.

In addition, in the rear suspension system according to the present invention, the actuator 20 is provided to control driving according to a control signal of a controller (not shown), wherein the actuator 20 may be an electric actuator.

The configuration of the electric actuator in which the operation rod 21 moves forward and backward in the actuator body may be a known one, and is not illustrated in the drawings. For example, the actuator body 21 of the electric actuator includes a housing, a motor, and a nut member. And it may be configured to include a screw member.

In this configuration, a motor is built in the housing of the actuator body 21, and the motor is controlled to drive according to a control signal from the controller.

At this time, a nut member having a thread formed on an inner circumferential surface may be integrally installed on a rotating shaft of a motor, and a screw member having a thread formed on an outer circumferential surface may be screwed into the nut member, and the screw member may be moved back and forth in the housing. It can be combined to move but not rotate.

And, the operation rod 22 is integrally coupled to the screw member.

In this configuration, when the motor is driven and the nut member is rotated, the screwed screw member is moved back and forth in the housing, whereby the operation rod 22 can be moved back and forth.

As another embodiment, the actuator 20 may be a conventional hydraulic actuator.

For example, the hydraulic actuator may include a hydraulic cylinder having a piston rod that moves forward and backward, and a hydraulic circuit that generates, controls, and supplies hydraulic pressure required by the hydraulic cylinder according to the control signal of the controller.

At this time, the cylinder body in which hydraulic pressure is passed in and out of the hydraulic cylinder becomes the actuator body 21, and the piston rod operating back and forth by hydraulic pressure in the cylinder body becomes the operating rod 22.

The hydraulic circuit may be a conventional configuration for supplying hydraulic pressure to a hydraulic cylinder, for example, a configuration including a reservoir, a pump, a hydraulic line, valves, and the like.

The operation mechanism will be described with reference to FIGS. 6 and 7 with the following examples.

In FIG. 6, the drawing on the left (A) shows the state of the basic position where the end of the assist arm 3 is moved rearward as much as possible using the actuator 20, and the drawing on the right (B) uses the actuator 20. It shows the state which moved the edge part of the assist arm 3 forward.

Likewise, in FIG. 7, the drawing (A) on the left shows the state of the basic position as in FIG. 6(A), and the drawing on the right (B) shows the end of the assist arm 3 as shown in FIG. 6(B). It shows the state of moving forward.

First, in the case of emphasizing adjustment stability, the end of the assist arm 3 can be positioned in a state of a basic position as shown in Figs. 6A and 7A, where the assist arm 3 The end can be positioned as rear as possible by the actuator 20.

In this state, when the lateral force acts on the tire when turning the vehicle (at the time of cornering), a load is applied to the assist arm 3 and the lower arm 5 by the distance relationship between a and b in FIG. 7.

In general, since the stiffness of the assist arm 3 is small, the bush deformation from the side of the assist arm 3 to the inside is larger, and at this time, the lateral steer tow c occurs.

On the other hand, in the case of emphasizing sporty/agility, the assist arm 3 is moved forward using the actuator 20 as in FIGS. 6 and 7B.

At this time. a'> a, the load entering the assist arm 3 is reduced, and the deformation on the assist arm 3 side is reduced.

As a result, the lateral steer tow c'becomes smaller than c at the assist arm basic position, and therefore, when the lateral steer characteristic decreases, the tendency of the understeer decreases, thereby improving the sporty/agility performance.

Conversely, when the assist arm 3 is moved backward, it is possible to secure the steering stability as described above in the general merit.

In this way, in the rear suspension system according to the embodiment of the present invention, the actuator 20 is installed between the end of the assist arm 3 (that is, the end supported by the carrier in the assist arm) and the carrier 1. The end portion of the assist arm 3 can be moved in the front-rear direction of the vehicle body by driving the actuator 20.

That is, by controlling the driving of the actuator 20, the end portion of the assist arm 3 can be transferred in the front-rear direction by a target amount, and thus the front-rear transfer and control of the end portion of the assist arm 3 can be performed. Accordingly, it is possible to control the axial load acting on the assist arm 3 and the lower arm 5 when the lateral force acts on the tire.

In the load acting on the assist arm 3 and the lower arm 5 of the rear suspension system, the axial load is the main factor, and thus, it is advantageous to secure the capacity of the actuator that transfers the ends of the assist arm 3 back and forth.

In addition, in the rear suspension system according to the embodiment of the present invention, as the load applied to the assist arm 3 and the lower arm 5 can be controlled, the bush of the assist arm 3 and the lower arm 5 when the lateral force occurs The amount of compression can be adjusted, and through this, the lateral steer characteristic (under steer characteristic) of the vehicle can be adjusted.

Furthermore, it is possible to tune the understeer characteristics without changing parts of the vehicle according to the propensity of the driver, and also has the advantage of being able to easily change the characteristics of the vehicle even when driving on a highway or a circuit.

In addition, the present invention, in addition to a change in vehicle characteristics associated with steering, ECS (Electronic Controlled Suspension), driving force, etc. in a conventional vehicle mode (comfort, normal, sports), understeer by allowing the lateral force steering characteristic to be further adjustable. And vehicle characteristics such as agility.

Accordingly, the driver can easily change the vehicle characteristics according to the driver's preferences and road conditions (tracks, highways, etc.), and thus it is possible to drive the vehicle with fun and stability.

The embodiments of the present invention have been described in detail above, but the scope of rights of the present invention is not limited thereto, and various modifications and improvements of a person skilled in the art using the basic concept of the present invention as defined in the following claims. Also included in the scope of the present invention.

1: Carrier 1a: Assist arm mounting section
2: Trailing arm 2a: Bush
3: Assist arm 3a: Bush
4: Upper arm 5: Lower arm
6: Shock absorber 10: Cross member
20: actuator 21: actuator body
22: working rod 23: flange portion
24: nut for preventing departure

Claims (6)

In the suspension system of a vehicle comprising a female part connected between the vehicle body and the carrier is mounted on the wheel,
One end of the assist arm among the female parts is coupled to the vehicle body,
An actuator having an operating rod that moves back and forth is mounted on the carrier,
Suspension system of the vehicle, characterized in that the other end of the assist arm is connected to the operating rod of the actuator, the position of the other end of the assist arm is adjustable back and forth by the forward and backward movement of the operating rod.
The method according to claim 1,
The actuator is mounted so that the operation rod moves forward and backward in the front and rear direction of the vehicle body, so that the position of the other end of the assist arm can be adjusted in the front and rear direction of the vehicle body by the operation rod.
The method according to claim 1,
A suspension system of a vehicle, characterized in that a bush is mounted on the other end of the assist arm, and the bush is coupled to an operating rod of the actuator, so that the other end of the assist arm is connected to the actuator via the bush.
The method according to claim 3,
The operating rod is a suspension system of a vehicle, characterized in that it has a support portion for supporting and fixing the other end of the assist arm or the bush on the operating rod.
The method according to claim 4,
Suspension system of the vehicle, characterized in that the support is a flange formed in a radially extended shape from the operating rod.
The method according to claim 4 or claim 5,
Suspension system of the vehicle, characterized in that the nut is prevented from the bushing to the end of the operating rod in the state in which the support portion supports the other end or bush of the assist arm.

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