KR20230160008A - a shock absorber for a vehicle - Google Patents

Abstract

The present invention includes a first bracket and a second bracket that are fixed to a vehicle or an installation surface and are spaced apart to face each other; a lower arm on one side of which is coupled to enable relative rotation on the outside of the first and second brackets, and on the other side of which is connected so as to be interlocked with the up and down movement of the wheel; a torsion bar whose one end is fixed to the first bracket, at least one other end of which is rotatable on the second bracket, and which is arranged so that the other end can be twisted according to rotation of the lower arm; and a torque conversion unit connected to the other end of the torsion bar to convert the rotational movement of the lower arm into a twisting movement of the torsion bar. Provided is a shock absorber for a vehicle comprising a.

Description

Shock absorber for a vehicle

The present invention relates to a shock absorber for a vehicle, and more specifically, to a shock absorber for a vehicle that can absorb shock transmitted to the body of the vehicle through each wheel of the vehicle.

In general, a suspension system is provided to improve ride comfort and increase driving stability by supporting the weight of the vehicle body through spring action and at the same time relieving the vertical vibration of the wheels.

These suspension devices are usually roughly divided into axle-type and independent suspension devices, and can also be classified into mechanical spring type, fluid spring type (pneumatic type, hydraulic/pneumatic type), etc. depending on the tuning of the spring.

For example, in the case of the MacPherson type independent suspension system among conventional suspension systems, a strut with a built-in shock absorber and a coil spring are integrated, and the shock absorber and the coil spring are positioned in the vertical direction of the vehicle or close to it. It is installed with an inclination.

Therefore, since the conventional shock absorber connects each wheel and the body in the vertical direction as described above, it has limitations in sharing the same vehicle platform for various types of bodies. In addition, because the weight of the shock absorber includes the weight of the spring, there is a problem that ride comfort is deteriorated, and steering performance is deteriorated due to the limitation of being located at the top of the vehicle.

Korea Public Utility Model Publication No. 20-1999-0029094 (published on July 15, 1999)

The purpose of the present invention is to solve this problem, and more specifically, to provide a shock absorber for a vehicle that can be disposed in the front/rear direction of the vehicle.

The present invention for achieving this purpose includes a first bracket and a second bracket that are fixed to a vehicle or an installation surface and are spaced apart to face each other; a lower arm on one side of which is coupled to enable relative rotation on the outside of the first and second brackets, and on the other side of which is connected so as to be interlocked with the up and down movement of the wheel; a torsion bar whose one end is fixed to the first bracket, at least one other end of which is rotatable on the second bracket, and which is arranged so that the other end can be twisted according to rotation of the lower arm; and a torque conversion unit connected to the other end of the torsion bar to convert the rotational movement of the lower arm into a twisting movement of the torsion bar. Provided is a shock absorber for a vehicle comprising a.

The torque converter has one side coupled to the other end of the torsion bar, a rocker arm that protrudes in a direction perpendicular to the longitudinal direction of the torsion bar, and the rocker arm according to the rotation of the lower arm on the outside of the second bracket. It may include a pressurizing plate that rotates to pressurize the other side of the arm.

The rocker arm includes a fastening member having a through hole through which the other end of the torsion bar is inserted, a pressing member that protrudes from the fastening member toward a groove formed on the inner peripheral surface of the pressing plate and has a circular cross-section of the outer peripheral surface, and the fastening member. and a connecting member connecting the pressing member, and when the pressing member rotates in conjunction with the pressing plate, the fastening member may provide torsional stress to the other end of the torsion bar.

The second bracket may include a cover member arranged to at least partially surround the outer peripheral surface of the pressure plate, and a sealing member that shields between the cover member and the pressure plate.

The shock absorber for a vehicle may further include a rotation plate that is closely coupled to the outside of the pressure plate and transmits the rotational force of the lower arm to the pressure plate.

The shock absorber for a vehicle may further include a fixing plate that fixes the first bracket and the second bracket at a set interval.

The rotation center of the lower arm is arranged to be spaced apart from the rotation center of the fastening member, and when there are a plurality of torsion bars, the rotation centers of the fastening members may be arranged at equal intervals or equal angles from the rotation center of the lower arm. there is.

According to the vehicle shock absorber according to an embodiment of the present invention,

First, because the shock absorber is arranged in a direction different from the direction in which the wheels move due to external shocks, the height between the vehicle body and the wheels can be reduced, thereby increasing the degree of freedom in body design.

Second, the shock absorbers are arranged along the front and rear directions of the vehicle, which increases space utilization compared to the existing suspension structure where the suspension system is arranged along the top and bottom directions of the vehicle.

Third, because shock absorbers can be installed along the front and rear directions of the vehicle, the body platform can be shared.

Fourth, the overall center of gravity of the shock absorber can be lowered, improving driving performance, fuel efficiency, and ride comfort.

Fifth, by applying a structure in which the torsion bar rotates relative to the shock absorber, there is an effect of minimizing the loss of force due to resistance in the process of absorbing the shock.

The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the description of the claims.

The above-described summary as well as the detailed description of the preferred embodiments of the present application described below may be better understood when read in conjunction with the accompanying drawings. Preferred embodiments are shown in the drawings for the purpose of illustrating the invention. However, it should be understood that the present application is not limited to the exact arrangement and means shown.
1 is a perspective view showing a vehicle equipped with a vehicle shock absorber according to an embodiment of the present invention.
FIG. 2 is a perspective view showing the shock absorber for a vehicle shown in FIG. 1.
FIG. 3 is a cross-sectional view showing a section taken along line II' of the shock absorber for a vehicle shown in FIG. 2.
Figure 4 is an exploded perspective view showing the vehicle shock absorber shown in Figure 3.
FIG. 5 is an exploded perspective view showing the torque conversion portion of the vehicle shock absorber shown in FIG. 3 separated.
FIG. 6 is a reference diagram showing an operating state of the vehicle shock absorber shown in FIG. 3.

Since the present invention can be subject to various changes and can have various embodiments, specific embodiments will be illustrated and described in the drawings.

However, this is not intended to limit the present invention to specific embodiments, and should be understood to include all changes, equivalents, and substitutes included in the spirit and technical scope of the present invention.

Terms containing ordinal numbers, such as first, second, etc., may be used to describe various components, but the components are not limited by the terms.

The above terms are used only for the purpose of distinguishing one component from another.

For example, the second component may be referred to as the first component without departing from the scope of the present invention, and similarly, the first component may also be referred to as the second component.

The term and/or includes any of a plurality of related stated items or a combination of a plurality of related stated items.

When a component is said to be "connected" or "connected" to another component, it is understood that it may be directly connected to or connected to the other component, but that other components may exist in between. It should be.

On the other hand, when it is mentioned that a component is “directly connected” or “directly connected” to another component, it should be understood that there are no other components in between.

The terms used in this application are only used to describe specific embodiments and are not intended to limit the invention.

Singular expressions include plural expressions unless the context clearly dictates otherwise.

In this application, terms such as “comprise” or “have” are intended to designate the presence of features, numbers, steps, operations, components, parts, or combinations thereof described in the specification, but are not intended to indicate the presence of one or more other features. It should be understood that this does not exclude in advance the possibility of the existence or addition of elements, numbers, steps, operations, components, parts, or combinations thereof.

Hereinafter, embodiments will be described in detail with reference to the attached drawings, but identical or corresponding components will be assigned the same reference numbers regardless of reference numerals, and duplicate descriptions thereof will be omitted.

FIG. 1 is a perspective view showing a vehicle equipped with a vehicle shock absorber according to an embodiment of the present invention, and FIG. 2 is a perspective view showing the vehicle shock absorber shown in FIG. 1.

Referring to Figures 1 and 2, the shock absorber 1 for a vehicle according to the present invention will be described based on a vehicle equipped with four wheels (W), but the front wheels can independently absorb shock and the steering can be controlled, and at least two or all wheels may selectively provide driving force.

Although not shown in the drawing, this vehicle shock absorber 1 can be applied to vehicles with one to three wheels W or more than four wheels.

The shock absorber for a vehicle includes a lower arm 110, a first bracket (see FIG. 3, 120), a second bracket (see FIG. 3, 130), a torsion bar 140, and a torque converter 150.

Here, the vehicle shock absorber 1 is coupled to the wheel (W) at the end of the lower arm 110 through an assembly of the knuckle 10 and the hub bearing 20, and includes a first bracket 120 and a second bracket. 130 or the fixing plate 40 that fixes the first bracket 120 and the second bracket 130 is coupled to the body of the vehicle. A separate case 200 structure may be provided on the fixing plate 40. Of course, the shock absorber 1 for a vehicle may have a structure in which the first bracket 120 and the second bracket 130 are directly fixed to the body of the vehicle.

FIG. 3 is a cross-sectional view showing the II' cross section of the vehicle shock absorber shown in FIG. 2, FIG. 4 is an exploded perspective view showing the vehicle shock absorber shown in FIG. 3, and FIG. 5 is a vehicle shock absorber shown in FIG. 3. It is an exploded perspective view showing the torque conversion part of the absorber separated, and FIG. 6 is a reference diagram showing the operating state of the vehicle shock absorber shown in FIG. 3.

Referring to FIGS. 3 to 6, one side of the lower arm 110 is coupled to the knuckle (see FIG. 1, 10) coupled to the wheel W, and both ends of the other side are respectively connected to the first bracket 120. and is coupled to enable relative rotation from the second bracket 130. At this time, the relative rotation of the lower arm 110 may occur in response to the vertical movement of the wheel W.

The lower arm 110 is connected at three points: a connecting arm 111 coupled to the lower side of the knuckle, a first arm 112 arranged to correspond to the first bracket 120, and a second bracket. It includes a second arm 113 arranged to correspond to 130.

The first arm 112 and the second arm 113 are disposed outside the first bracket 120 and the second bracket 130, respectively.

A bearing 121 is coupled between the first arm 112 and the first bracket 120. Accordingly, the first arm 112 is arranged to be rotatable on the first bracket 120 around the bearing 121.

In addition, the second arm 113 is coupled to the rotation plate 50, which will be described later, and is arranged to rotate simultaneously with the pressure plate 155. The explanation of the torque conversion unit in relation to this will be provided later.

The first arm 112 and the second arm 113 are bent integrally into an approximately “C” shape or a “┏┓” shape, and both ends are arranged to face each other, and the connecting arm is the first arm (112). ) and the lower arm 110 protrudes to extend in the opposite direction to the second arm 113 and is arranged to have an approximately “Y” shape or a “y” shaped cross section.

Here, when the connecting arm is biased adjacent to either the first arm 112 or the second arm 113, it is preferably arranged to be biased adjacent to the second arm 113. This is because the magnitude of the force transmitted to the second arm 113 is greater among the first arm 112 and the second arm 113. That is, while the first bracket 120 and the first arm 112 are simply rotatably coupled, the second bracket 130 and the second arm 113 are rotated according to the rotation of the lower arm 110. Since it is a structure that transmits torsional stress to the torque converter, the force transmission structure or structural stability can be secured by being placed closer to the second arm 113 rather than the first arm 112.

In the vehicle shock absorber 1, one end of a plurality of torsion bars 140 is fixed on a first bracket 120. One end of the torsion bar 140 may be fixed by penetrating the first bracket 120, or may be fixed while being inserted into a groove formed in the first bracket 120. For example, when one end of the torsion bar 140 penetrates the first bracket 120 and is coupled, it may be fixed so as not to fall off by the snap ring 141 on the outside of the torsion bar 140 that penetrates the first bracket 120.

At this time, the torsion bar 140 may be arranged in parallel along the front/rear direction of the vehicle. In addition, as an example, six torsion bars 140 are arranged along the circumferential direction based on the rotation center of the lower arm 110, and the number of torsion bars 140 is not limited to this.

In the vehicle shock absorber 1, the direction of force changes at the portion where the second bracket 130 and the second arm 113 are connected. That is, as the lower arm 110 moves up and down as the wheel W moves up and down, the other end of the torsion bar 140 is twisted through the torque converter 150 as the second arm 113 rotates. At this time, the vertical movement of the lower arm 110 is converted into the torsional stress of the torsion bar 140 to change the direction of force and absorb or store the shock.

The other end of the plurality of torsion bars 140 is coupled to the second bracket 130 so as to penetrate therethrough. At this time, a bearing 142 may be provided in the area where the second bracket 130 and the torsion bar 140 overlap. A torque conversion unit 150 is provided at the other end of the torsion bar 140 outside the second bracket 130.

The torque converter 150 includes a rocker arm 151 and a pressure plate 155.

The rocker arm 151 is arranged so that one side is coupled to the other end of the torsion bar 140 and the other side interferes with the inside of the pressure plate 155. The rocker arm 151 is arranged to protrude in a direction perpendicular to the longitudinal direction of the torsion bar 140. A snap ring 143 may be coupled to the tip of the other end of the torsion bar 140 that penetrates the rocker arm 151.

The rocker arm 151 includes a fastening member 152, a pressing member 153, and a connecting member 154.

The fastening member 152 has a through hole 152a formed so that the other end of the torsion bar 140 is inserted.

The pressing member 153 protrudes toward the groove 156 formed inside the pressing plate 155. The outer peripheral surface of the pressing member 153 has one cross-section circularly formed to correspond to the shape of the groove 156. Accordingly, the pressing member 153 may rotate relative to the groove 156 while slip occurs inside the groove 156.

The connecting member 154 connects the fastening member 152 and the pressing member 153. At this time, the connecting member 154 is preferably formed to have a width smaller than the width of the groove 156. For example, the pressing member 153 has a shape and width corresponding to the shape of the groove 156, and the connecting member 154 has a width smaller than the pressing member 153, so that the pressing member 153 and the pressing plate ( 155) may limit the rotation angle while providing a space for the opponent to rotate.

In addition, when the pressing member 153 rotates in conjunction with the pressing plate 155, the fastening member 152 generates torque at the other end of each torsion bar 140 to provide torsional stress. .

In addition, one side of the pressure plate 155 is disposed on the outside of the second bracket 130 to surround the outside of each rocker arm 151, and has a groove on the inner peripheral surface so that at least some of the rocker arms 151 can be inserted. (156) is formed in an equiangular radial shape.

In addition, the pressure plate 155 is coupled to the inside of the cover member 131 arranged so that the end of the second bracket 130 surrounds at least a portion of the outer peripheral surface of the pressure plate 155. Here, a sealing member 132 is interposed between the outer peripheral surface of the pressure plate 155 and the inner peripheral surface of the cover member 131 in an area where they overlap. Accordingly, the sealing member 132 can shield the space between the outer peripheral surface of the pressure plate 155 and the inner peripheral surface of the cover member 131.

A rotating plate 50 is provided between the other side of the pressing plate 155 and the second arm 113.

The rotation plate 50 provides the function of transmitting the rotational force of the lower arm 110 on the second bracket 130 to the pressure plate 155. In the area where the rotation plate 50 and the second bracket 130 overlap, A bearing 51 may be provided. That is, the fastener (f) penetrating the second arm 113 of the lower arm 110 penetrates the rotating plate 50 and secures it to the pressure plate 155. Therefore, , the rotation plate 50 and the pressure plate 155 are tightly coupled to each other, and the rotation plate 50 and the pressure plate 155 are arranged to rotate simultaneously according to the rotation of the lower arm 110.

Referring to FIG. 6, FIG. 6(a) shows a bumped state in which the wheel W is raised from the ground, and FIG. 6(b) shows a stationary state or a state in which no impact is applied to the wheel W. It represents a neutral state indicating the height of the wheel (W) in a driving state, and Figure 6(c) shows a rebound state in which the wheel (W) sags down immediately after passing an irregularity or a groove in the ground. represents.

As shown in FIG. 6(a), when a bump occurs, the wheel (W) side of the lower arm 110 moves upward relative to the vehicle body. At this time, the other end of the torsion bar 140 absorbs at least part of the impact transmitted to the wheel W while the pressure plate rotates in the first direction (e.g., clockwise) and rotates in the same direction with the rocker arm 151. I do it. In other words, when the wheel (W) rises in a bump state, the position of the vehicle body is relatively lowered. At this time, torsion stress (torque) is generated in the torsion bar 140 and some of the impact of the wheel (W) is absorbed. Some of it will be saved.

And, as shown in FIG. 6(b), a predetermined torsional stress may be applied to the torsion bar 140 in a neutral state, but this can be interpreted as stress due to the load of the vehicle, not stress due to external impact.

Additionally, as shown in FIG. 6(c), when in a rebound state, the wheel (W) side of the lower arm 110 moves downward relative to the vehicle body. At this time, the other end of the torsion bar 140 rotates in the same direction with the rocker arm 151 while the pressure plate 155 rotates in the second direction (e.g., counterclockwise), thereby releasing some of the impulse stored in the bump state. At least some or all of it is offset. That is, in the rebound state, the wheel W is lowered and the position of the vehicle body is relatively raised. At this time, the torsional stress on the torsion bar 140 is released, and all of the impact of the wheel W can be removed.

According to the shock absorber for a vehicle according to an embodiment of the present invention, the height between the body of the vehicle and the wheels can be reduced because the shock absorber is arranged in a direction different from the direction in which the wheel moves due to external shock, and the body accordingly The degree of freedom in design increases, and shock absorbers are arranged along the front and rear directions of the vehicle, increasing space utilization compared to the existing suspension structure in which the suspension system is arranged along the top and bottom directions of the vehicle, and shock absorption along the front and rear directions of the vehicle. Because the device can be installed, the body platform can be shared, and the overall center of gravity of the shock absorber can be lowered, improving driving performance, fuel efficiency, and ride comfort, and by applying a structure in which the torsion bar rotates relative to the shock absorber. It has the effect of minimizing the loss of force due to resistance in the process of absorbing shock.

In the above, specific embodiments have been shown and described to illustrate the technical idea of the present invention, but the present invention is not limited to the same configuration and operation as the specific embodiments as described above, and various modifications may be made without departing from the scope of the present invention. It can be carried out within. Accordingly, such modifications should be considered to fall within the scope of the present invention, and the scope of the present invention should be determined by the claims described below.

1: Vehicle shock absorber
110: Lower arm
120: 1st bracket
130: Second bracket
140: Torsion bar
150: Torque conversion unit

Claims (7)

A first bracket and a second bracket are fixed to the vehicle or installation surface and are spaced apart to face each other;
a lower arm on one side of which is coupled to enable relative rotation on the outside of the first and second brackets, and on the other side of which is connected so as to be interlocked with the up and down movement of the wheel;
a torsion bar whose one end is fixed to the first bracket, at least one other end of which is rotatable on the second bracket, and which is arranged so that the other end can be twisted according to rotation of the lower arm; and
a torque conversion unit connected to the other end of the torsion bar to convert the rotational movement of the lower arm into a twisting movement of the torsion bar;
A shock absorber for a vehicle comprising a. In claim 1,
The torque converter,
a rocker arm coupled at one end to the other end of the torsion bar and protruding in a direction perpendicular to the longitudinal direction of the torsion bar;
A shock absorber for a vehicle, comprising a pressure plate that rotates outside the second bracket to press the other side of the rocker arm according to the rotation of the lower arm. In claim 2,
The rocker arm is,
a fastening member having a through hole to allow the other end of the torsion bar to be inserted;
A pressing member that protrudes from the fastening member toward a groove formed on the inner peripheral surface of the pressing plate and has a circular cross-section of the outer peripheral surface, and
It includes a connecting member connecting the fastening member and the pressing member,
A shock absorber for a vehicle, wherein when the pressing member rotates in conjunction with the pressing plate, the fastening member provides torsional stress to the other end of the torsion bar. In claim 2,
The second bracket is,
a cover member disposed to cover at least a portion of an outer peripheral surface of the pressure plate;
A shock absorber for a vehicle, comprising a sealing member that shields between the cover member and the pressure plate. In claim 1,
A shock absorber for a vehicle, further comprising a rotating plate that is closely coupled to the outside of the pressing plate and transmits the rotational force of the lower arm to the pressing plate. In claim 1,
A shock absorber for a vehicle, further comprising a fixing plate that secures the first bracket and the second bracket at a set interval. In claim 3,
The rotation center of the lower arm is arranged to be spaced apart from the rotation center of the fastening member,
When the torsion bar is plural, the shock absorber for a vehicle is characterized in that the rotation centers of the fastening members are arranged at equal intervals or equal angles from the rotation center of the lower arm.

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