KR20220097782A - Suspension for racing vehicles with increased cornering stability by using rolling phenomenon - Google Patents

Abstract

According to the present invention, a suspension of a racing vehicle with increased cornering stability by using rolling phenomenon comprises: a vehicle frame having an inverted trapezoidal cross section; front wheels and rear wheels provided on left and right sides of front and rear sides of the vehicle frame; a knuckle respectively coupled between the vehicle frame and the left and right front wheels to transfer lateral rotational motion of the vehicle frame to the front wheels and to perform vehicle steering; and an upper arm and a lower arm of which one ends are respectively ball-jointed to an upper part and a lower part of the knuckle, and the other ends are pivotally coupled to the vehicle frame, wherein a center point (P) is located on an axis of the lower arm at a moment when the other ends of the lower arm and the upper arm coupled to the vehicle frame are extended to virtually meet, so that when a rolling occurs due to a sharp turn of the vehicle, the front wheels rotate in an opposite direction of the rolling and thus cornering stability of the vehicle is improved.

Description

Suspension for racing vehicles with increased cornering stability by using rolling phenomenon

The present invention relates to a suspension device for a racing vehicle, and more particularly, an upper arm and a lower arm connecting the upper and lower parts of the knuckle and the frame extend and meet each other, the central point (P) is located on the axis of the lower arm A suspension device for a racing vehicle that has significantly improved cornering stability so that the vehicle does not roll over during a sharp turn by changing the design so as to prevent the vehicle from overturning during a sharp turn by changing the camber value of the wheel larger in the direction opposite to the rolling as rolling occurs when the vehicle turns rapidly will be.

In general, a double wishbone suspension device used in a vehicle suspension device is positioned above and below the power shaft 1, respectively, as shown in FIG. 1, and an upper arm 2 and a lower arm formed in a “V” shape. (3), an arm shaft 5 mounted to the upper arm 2 and the lower arm 3 through a screw bush 4, and a torsion bar mounted on the lower arm 3 to act as a buffer It consists of a spring and a knuckle 6 that is installed on the upper arm 2 and the lower arm 3 through a ball joint to enable rotational motion for up and down motion and steering action.

Here, the connection portion of the upper arm 2 and the lower arm 3 should be structured to alleviate the shock generated during vehicle driving, to adhere to the position of the tire against external load, and to enable smooth rotation of the wheel during steering. do. In addition, in order to increase the driving performance of the vehicle, the wheel alignment factors such as camber, caster, and toe provided to the front wheel should be appropriately adjusted according to the reference value.

In this type of suspension device, camber or tread changes depending on the length of the upper arm and the lower arm. Since it is impossible to change both sides, in general, in order to reduce tire wear, the lower arm is made larger than the upper arm to reduce the camber. Even if the change is rather large, the change in the tread is made small.

Since the suspension device is an important device that determines ride comfort and driving stability, it is necessary to consider the natural vibration of each part in consideration of the ride comfort. That is, the natural vibration of the vehicle according to the installation of the chassis spring can be considered, and the natural vibration of the vehicle appears as bouncing, pitching, rolling, and yawing.

Bouncing is the natural vibration in which the vehicle moves in parallel in the vertical direction, pitching is the natural vibration in which the vehicle rotates about the left and right axes, and rolling is the natural vibration in which the vehicle rotates about the front and rear axes. It is a natural vibration, and yawing is a natural vibration in which a vehicle rotates about a vertical axis.

Here, each of these vibrations is characterized in that they are not generated independently, but are necessarily generated overlappingly. Among them, rolling is caused by a lateral force applied to the vehicle, and its magnitude is caused by the roll moment between the center of gravity of the vehicle and the center of the roll. is decided

Usually, the center of gravity of the vehicle is positioned higher than the center of gravity MP as shown in FIG. 2, so when the vehicle is rolled by the lateral force F applied to the center of gravity GP, the vertical distance between the two points (L) is the length of the moment arm. That is, the rolling moment is determined by the product of the lateral force (F) and the vertical distance (L) between the two center points.

Accordingly, as the position of the roll center point MP increases, the length of the moment arm becomes shorter, so that the rolling moment due to the lateral force F becomes smaller, and the rolling of the vehicle is reduced.

As shown in FIG. 3, the conventional double wishbone suspension device includes an upper arm 11 and a lower arm 12 respectively positioned at the upper and lower sides relative to the power shaft, and the upper arm through ball joints a and b. (11) and the upper and lower ends are coupled to the lower arm 12, respectively, and the central part is coupled to the wheel 14, and is composed of a knuckle 13 that enables rotational motion for up-and-down motion and steering action.

At this time, the upper arm body joint (c), which is the end of the vehicle body side of the upper arm (11), is at a higher position than the upper ball joint (a) connecting the upper arm (11) and the knuckle (13).

In the conventional double wishbone suspension device configured as described above, the roll center point can be obtained as follows.

When the upper arm 11 and the lower arm 12 are arbitrarily extended, their extension lines coincide at a certain point, and the intersection point is the moment of the wheel 14 determined by the upper arm 11 and the lower arm 12 . It becomes the central point (P). The intersection of the line connecting the instantaneous center point P of the wheel 14 and the center of the bottom surface of the wheel 14 and the center axis CL of the vehicle becomes the roll center point MP.

Accordingly, the rolling is generated by a rolling moment using the vertical distance between the center of gravity point to which the lateral force F of the vehicle is applied and the roll center point MP as a moment arm.

However, in the conventional double wishbone-type suspension device configured as described above, the lower arm and the upper arm have the same length, so that the knuckle and the wheel (front wheel) move in parallel with respect to the body frame.

Therefore, when the vehicle makes a sharp turn, the knuckle and the wheel are tilted in a direction that is pulled to one side by inertia together with the vehicle body due to the rolling phenomenon of the vehicle on the ground. There was a problem that the cornering stability of the vehicle gradually deteriorated as the angle of the vehicle exceeded 90˚.

In particular, in the case of a racing vehicle in which the vehicle repeatedly performs a sharp turn of a corner, cornering stability is momentarily collapsed due to the rolling, and as the racing vehicle overturns to the side, there is a risk that a human accident may occur. There is this.

Utility model publication 2000-0000658 (published on January 15, 2000)

Accordingly, the present invention has been devised to solve the above problems, and the present invention is that the center point P is the axis of the lower arm at the moment when the upper arm and the lower arm connecting the upper and lower parts of the knuckle and the frame extend and meet each other. An object of the present invention is to provide a suspension device for a racing vehicle in which cornering stability is greatly improved by changing the design so that it is positioned on the top and the camber value of the wheel changes larger in the direction opposite to the rolling as rolling occurs when the vehicle makes a sharp turn. .

According to an embodiment of the present invention for achieving the above object, a vehicle frame having an inverted trapezoidal cross-section; front and rear wheels provided on the front and rear left and right sides of the vehicle frame; a knuckle coupled between the vehicle frame and the left and right front wheels to transmit a lateral rotational motion of the vehicle frame to the front wheels and to steer the vehicle; and an upper arm and a lower arm in which one end is respectively ball-joined to the upper and lower portions of the knuckle and the other end is pivotally coupled to the vehicle frame; At the moment of virtual meeting, the center point P is located on the axis of the lower arm, so that when the vehicle makes a sharp turn, rolling occurs, and the front wheel rotates in the opposite direction of the rolling, thereby improving the cornering stability of the vehicle.

Further, according to an embodiment, as rolling occurs when the vehicle makes a sharp turn, the camber value of the front wheel changes larger than the rolling angle of the vehicle frame in the direction opposite to the rolling, so that cornering stability of the vehicle is improved.

In addition, according to an embodiment, the left and right upper arms and lower arms pivotally coupled to the vehicle frame rotate independently of each other according to the vertical movement of the front wheels on the road surface.

In addition, according to an embodiment, the knuckle has a “c” shape as a whole, and the “c”-shaped upper arm is longer than the lower arm.

In addition, according to an embodiment, the upper arm of the knuckle is characterized in that it is connected to the upper left and right corners of the vehicle frame of the inverted trapezoid shape by an upper arm.

In addition, according to one embodiment, the upper arm is characterized in that the downwardly inclined link coupling between the upper arm of the knuckle and upper left and right corners of the vehicle frame.

In addition, according to an embodiment, the lower arm is characterized in that it has a short long arms (SLA) double wishbone type having a length longer than that of the upper arm.

In addition, according to an embodiment, the inclination of the lower arm is characterized in that the maximum is within 15 °.

In addition, according to an embodiment, the camber value is maintained at 90° to prevent uneven wear of the tire during straight driving before the front wheel is rolled.

In addition, according to an embodiment, the vehicle frame is characterized in that the upper width of the inverted trapezoid is 300 mm, the height is 60 mm, and the lower width is 220 mm.

In addition, according to an embodiment, the knuckle is characterized in that the upper arm is 90mm, the height is 150mm, and the lower arm is 50mm.

In addition, according to one embodiment, the upper arm and the lower arm is characterized in that it has a length of 105mm, 140mm, respectively.

In the present invention as described above, the design is changed so that the center point P is located on the axis of the lower arm at the moment when the upper arm and the lower arm that connect the upper and lower parts of the knuckle and the frame extend and meet each other, so that when the vehicle makes a sharp turn. As the rolling occurs, the camber value of the wheel changes more in the opposite direction of the rolling, so that cornering stability of the vehicle is greatly improved during a sharp turn, thereby preventing an accident in which the vehicle is overturned.

1 is a perspective view showing a conventional double wishbone suspension device;
Figure 2 is a schematic plan view showing the center of gravity point (GP) and the roll center point (MP) in Figure 1;
3 is a schematic view showing a vertical cross-sectional configuration of a conventional double wishbone suspension device;
4 is a front view of a racing vehicle to which the present invention is applied;
5 is an enlarged view of the main part of FIG. 4
6 is a schematic view showing a vertical cross-sectional configuration of a suspension device of a racing vehicle with increased cornering stability by using the rolling phenomenon of the present invention according to an embodiment;
7 is a view showing the behavior of each component of the racing vehicle according to the present invention when cornering
8A to 8D are views showing a state in which the left and right upper arms and the lower arms according to the present invention rotate independently of each other according to the vertical movement of the front wheels on the road surface;

The terms used herein are used only to describe specific embodiments, and are not intended to limit the present invention. The singular expression includes the plural expression unless the context clearly dictates otherwise. In the present specification, terms such as "comprise" or "have" to "have" are intended to designate that the features, numbers, steps, operations, components, parts, or combinations thereof described in the present specification exist, but one It should be understood that it does not preclude the possibility of the presence or addition of or more other features or numbers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise herein, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

Terms such as those defined in a commonly used dictionary should be interpreted as having a meaning consistent with the meaning in the context of the related art, and should not be interpreted in an ideal or excessively formal meaning unless explicitly defined in the present specification. shouldn't

Hereinafter, with reference to the accompanying drawings, the configuration and operation relationship of the suspension device of the racing vehicle 100 in which cornering stability is increased by using the rolling phenomenon according to the present invention will be described in detail as follows.

4 is a front view of a racing vehicle to which the present invention is applied, FIG. 5 is an enlarged view of the main part of FIG. 4, and FIG. 6 is a vertical section of a suspension device of a racing vehicle with increased cornering stability by using the rolling phenomenon of the present invention It is a schematic diagram showing the configuration according to an embodiment, and FIG. 7 is a view showing the behavior of each component of the vehicle when the racing vehicle according to the present invention is cornering.

Referring to the drawings, the suspension device of the present invention racing vehicle 100 is provided with a vehicle frame 160 having an inverted trapezoidal cross-section first.

According to the present invention, the driver feels a lot of fatigue when driving for a long time due to the narrow and short riding space due to the characteristic of a miniature racing vehicle that only one driver (driver) can enter. To compensate for this, the front design of the frame was made in the shape of a reverse trapezoid so that the driver's space could be used easily and the riding space could be felt.

A front wheel 110 and a rear wheel 120 are respectively provided on the left and right front and rear sides of the vehicle frame 160 .

In addition, the knuckles 130 are respectively coupled between the vehicle frame 160 and the left and right front wheels 110 to transmit the lateral rotational motion of the vehicle frame to the front wheels 110 and to steer the vehicle 100 . .

Here, the knuckle 130 has a “c” shape as a whole, but the “c”-shaped upper arm 130a is longer than the lower arm 130b.

In addition, an upper arm 140 and a lower arm 150 are provided on the upper and lower portions of the knuckle 130 , each having one end ball-joined and the other end pivotally coupled to the vehicle frame 160 .

More specifically, referring to FIG. 5 , in the suspension device of the racing vehicle of the present invention, when a moment is applied to the front wheel 110 and the knuckle 130, the turning radius of the suspension device is smaller than that of the prior art of FIG. The angle at which the front wheel 110 is rotated is designed to change more dynamically.

That is, compared to the prior art of FIG. 3, the amount of change in camber value of the suspension device of the present invention of the present invention of FIG. 6 is more significantly changed compared to that of the prior art, assuming that a moment of the same magnitude is applied to the suspension device of the present invention of FIG.

More specifically, referring to FIG. 6 , when the other ends of the upper arm 140 coupled to the vehicle frame 160 and the lower arm 150 extend, the central point P is the moment the center point P of the lower arm 150 is virtually met. Because it is located on the shaft, it is understandable that the front wheel 110 is rotated in the opposite direction to the rolling direction by the rolling generated when the vehicle turns rapidly, thereby greatly improving the cornering stability of the racing vehicle.

8A to 8D are views illustrating a state in which the left and right upper arms and the lower arms according to the present invention rotate independently of each other according to the vertical movement of the front wheel on the road surface.

Hereinafter, referring to FIG. 8 , an experimental racing vehicle was actually manufactured according to an embodiment of the present invention, and cornering stability of the suspension device of the present invention was tested under the following experimental conditions.

Condition 1. The inclination of the lower arm should be within 15˚ at the maximum.

Condition 2. The wheel and knuckle must not exceed 90˚ in the rolling direction.

Condition 3. Before rolling, the camber angle should be 90˚.

Condition 4. After rolling, the wheel and knuckle should be inclined in the opposite direction of rolling.

Condition 5. Design so that uneven tire wear does not occur when driving in a straight line.

Specifications of design parts for laboratory vehicles frame top width 300mm Height 60mm bottom width 220mm knuckle upper arm 90mm Height 150mm lower arm 50mm wishbone upper arm 105mm lower arm 140mm

Referring to Table 1 and FIG. 8A , the structure of the vehicle frame 160 having an inverted trapezoidal cross-section was improved to increase the height of the knuckle 130 instead of reducing the overall height and lower width.

In addition, referring to FIG. 5 , while the lower arm 150 is designed to be long, the upper arm 140 is designed to be short and manufactured in a SLA (Short Long Arms) double wishbone type as a whole, and the upper part of the knuckle 130 is It is designed to protrude by the length of the upper arm 140 shorter than the lower arm 150 so that the camber angle of the knuckle 130 can be maintained at 90° when the vehicle is stopped.

Accordingly, the overall width of the racing vehicle 100 could be set according to the lengths of the upper arm 140 and the lower arm 150 , and the camber value before rolling could be determined according to the length of the knuckle 130 , the vehicle By making the height of the frame 160 lower than the height of the knuckle 130 by two or more times, the inclination direction of the knuckle 130 after rolling could be adjusted.

Table of changes before and after rolling of the experimental vehicle before rolling after rolling Lower arm tilt 0 10˚ body tilt 0 6.59˚ camber angle 0 9.99˚ Wheel (knuckle) tilt 0 (Left) 86.6˚ / (Right) 87.34˚ wheel lift height 0mm 39.23mm

Accordingly, referring to Table 2, 7 and 8B, each component of the suspension device of the present invention moves more dynamically compared to the prior art, and the inclination of the left and right front wheels 110 is also in the direction opposite to the rolling of the vehicle frame 160 It could be seen that the inclination to

Therefore, as the rolling occurs when the vehicle makes a sharp turn as described above, the camber value of the front wheel 110 changes larger than the rolling angle of the vehicle frame 160 in the opposite direction of the rolling, thereby cornering the racing vehicle 100 It was confirmed that the stability was significantly improved.

In addition, the left and right upper arms 140 and the lower arms 150 pivotally coupled to the vehicle frame 160 by the above configuration can rotate independently of each other according to the vertical movement of the front wheel 100 on the road surface. is understandable

As described above, the suspension device of the present invention is a technology that reverses the rolling phenomenon instead of improving the rolling phenomenon caused by turning. As the rolling phenomenon increases, the cornering stability of the racing vehicle 100 also increases proportionally.

Therefore, by reversely using this rolling phenomenon, when the racing vehicle 100 makes a sharp turn, the knuckle 130 and the front wheel 110 are inclined in the inner direction to turn. The effect of maximizing stability can be obtained.

In addition, the present invention is not limited only by the above-described embodiment, and since it is possible to create the same effect even when changing the detailed configuration, number, and arrangement of the device, those of ordinary skill in the art will present the present invention It is specified that various additions, deletions, and modifications are possible within the scope of the technical idea of

100: racing vehicle 110: front wheel
120: rear wheel 130: knuckle
130a: upper arm 130b: lower arm
140: upper arm 150: lower arm
160: vehicle frame P: instantaneous center point
A, B, C, D: bonding point

Claims (12)

A vehicle frame having an inverted trapezoidal cross-section;
front and rear wheels provided on the front and rear left and right sides of the vehicle frame;
a knuckle coupled between the vehicle frame and the left and right front wheels, respectively, to transmit a lateral rotational motion of the vehicle frame to the front wheels and to steer the vehicle; and
An upper arm and a lower arm in which one end is respectively ball-joined to the upper and lower portions of the knuckle and the other end is pivotally coupled to the vehicle frame;
When the upper arm coupled to the vehicle frame and the other ends of the lower arm virtually meet when extended, the central point P is located on the axis of the lower arm, so that the front wheel rotates in the opposite direction of the rolling as rolling occurs when the vehicle makes a sharp turn. The cornering stability of the vehicle is improved by rotating to
A suspension device for racing vehicles that uses rolling phenomenon to increase cornering stability. The method of claim 1,
As rolling occurs when the vehicle makes a sharp turn, the camber value of the front wheel changes larger than the rolling angle of the vehicle frame in the direction opposite to the rolling, thereby improving the cornering stability of the vehicle,
A suspension device for racing vehicles that uses rolling phenomenon to increase cornering stability. The method of claim 1,
Left and right upper arms and lower arms pivotally coupled to the vehicle frame rotate independently of each other according to the vertical movement of the front wheels on the road surface,
A suspension device for racing vehicles that uses rolling phenomenon to increase cornering stability. The method of claim 1,
The knuckle has a “c” shape as a whole, characterized in that the “c”-shaped upper arm is longer than the lower arm,
A suspension device for racing vehicles that uses rolling phenomenon to increase cornering stability. 5. The method of claim 4,
The upper arm of the knuckle is characterized in that it is connected to the upper left and right corners of the vehicle frame of the inverted trapezoid shape by an upper arm,
A suspension device for racing vehicles that uses rolling phenomenon to increase cornering stability. 6. The method of claim 5,
The upper arm is characterized in that the link-coupled in an inclined downward direction between the upper arm of the knuckle and the upper left and right corners of the vehicle frame,
A suspension device for racing vehicles that uses rolling phenomenon to increase cornering stability. The method of claim 1,
The lower arm is characterized in that it has a SLA (Short Long Arms) double wishbone type that is longer than the upper arm,
A suspension device for racing vehicles that uses rolling phenomenon to increase cornering stability. The method of claim 1,
The inclination of the lower arm, characterized in that within a maximum of 15 °,
A suspension device for racing vehicles that uses rolling phenomenon to increase cornering stability. The method of claim 1,
It is characterized in that the camber value is maintained at 90° so that uneven wear of the tire does not occur during straight driving before the front wheel is rolled,
A suspension device for racing vehicles that uses rolling phenomenon to increase cornering stability. The method of claim 1,
The vehicle frame is characterized in that the upper width of the reverse trapezoid is 300 mm, the height is 60 mm, and the lower width is 220 mm,
A suspension device for racing vehicles that uses rolling phenomenon to increase cornering stability. 5. The method of claim 4,
The knuckle is characterized in that the upper arm is 90mm, the height is 150mm, and the lower arm is 50mm,
A suspension device for racing vehicles that uses rolling phenomenon to increase cornering stability. The method of claim 1,
The upper arm and the lower arm are characterized in that each has a length of 105mm and 140mm,
A suspension device for racing vehicles that uses rolling phenomenon to increase cornering stability.

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