KR20050051262A - Front suspension structure of vehicle - Google Patents

Front suspension structure of vehicle Download PDF

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Publication number
KR20050051262A
KR20050051262A KR1020030085021A KR20030085021A KR20050051262A KR 20050051262 A KR20050051262 A KR 20050051262A KR 1020030085021 A KR1020030085021 A KR 1020030085021A KR 20030085021 A KR20030085021 A KR 20030085021A KR 20050051262 A KR20050051262 A KR 20050051262A
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KR
South Korea
Prior art keywords
vehicle
vehicle body
rack gear
suspension
gear member
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KR1020030085021A
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Korean (ko)
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KR100521217B1 (en
Inventor
임용섭
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현대자동차주식회사
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Priority to KR10-2003-0085021A priority Critical patent/KR100521217B1/en
Publication of KR20050051262A publication Critical patent/KR20050051262A/en
Application granted granted Critical
Publication of KR100521217B1 publication Critical patent/KR100521217B1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0555—Mounting means therefor adjustable including an actuator inducing vehicle roll
    • 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
    • B60G17/018—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 use of a specific signal treatment or control method
    • 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
    • B60G17/019—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 type of sensor or the arrangement thereof
    • B60G17/01933—Velocity, e.g. relative velocity-displacement sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/419—Gears
    • B60G2204/4192—Gears rack and pinion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/40—Constructional features of dampers and/or springs
    • B60G2206/42—Springs
    • B60G2206/427—Stabiliser bars or tubes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H19/00—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion
    • F16H19/02—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion
    • F16H19/04—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion comprising a rack

Landscapes

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

Abstract

본 발명은 자동차의 프런트서스펜션 구조에 관한 것으로, 차체의 전후방향으로 연장되는 가이드구멍(6a)이 양단부에 형성된 스태빌라이저바(6)와, 상기 가이드구멍(6a)과 연통되면서 차체의 상하방향으로 연장되는 서스펜션구멍(21a)이 일단에 형성된 랙기어부재(20)와, 일단은 상기 가이드구멍(6a)과 서스펜션구멍(21a)을 순차적으로 관통하여 너트(9)와 결합되고 타단은 스트럿어셈블리(5)의 하단시트(5c)에 결합되어 설치되는 스테빌라이저링크(8)와, 상기 랙기어부재(20)와 치합되는 피니언기어(30)를 모터축(41)상에 구비하고서 프런트멤버어셈블리(3)상에 고정되도록 장착되는 구동모터(40)와, 차속센서(51)와 조향각센서(53)로부터 전달된 신호를 이용하여 상기 구동모터(40)의 동작을 제어하는 콘트롤러(60)를 포함하면서 구성되어져, 상기 스태빌라이저바(6)의 롤강성이 차량의 주행속도 및 선회각도에 따라 증대됨으로써, 선회안정성과 승차감이 대폭 향상되도록 된 것이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a front suspension structure of an automobile, wherein a guide hole 6a extending in the front-rear direction of the vehicle body extends in the vertical direction of the vehicle body while communicating with the stabilizer bar 6 formed at both ends and the guide hole 6a. A rack gear member 20 having a suspension hole 21a formed at one end thereof, and one end thereof sequentially pass through the guide hole 6a and the suspension hole 21a to be coupled with the nut 9 and the other end of the strut assembly 5. The front member assembly (3) having a stabilizer link (8) coupled to the lower seat (5c) of the c) and a pinion gear (30) engaged with the rack gear member (20) on the motor shaft (41). And a controller 60 for controlling the operation of the driving motor 40 by using a signal transmitted from the vehicle speed sensor 51 and the steering angle sensor 53. Of the stabilizer bar 6 Roll stiffness is increased according to the traveling speed and the turning angle of the vehicle, thereby significantly improving turning stability and riding comfort.

Description

자동차의 프런트서스펜션 구조{front suspension structure of vehicle}Front suspension structure of vehicle

본 발명은 자동차의 프런트서스펜션 구조에 관한 것으로, 특히 고속으로 선회 주행시 스태빌라이저바의 롤강성을 증대시켜 차체의 기울어짐 현상을 최대한 억제시킴으로써 주행안정성과 승차감을 향상시킬 수 있도록 하는 자동차의 프런트서스펜션 구조에 관한 것이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a front suspension structure of an automobile, and more particularly, to a front suspension structure of a vehicle that improves driving stability and ride comfort by increasing roll stiffness of the stabilizer bar at the time of turning at high speed, thereby suppressing tilting of the vehicle body to the maximum. It is about.

일반적으로, 차량의 현가장치는 차축과 차체를 연결하여 주행할 때 노면에서 받는 진동이나 충격이 차체에 직접 전달되지 않도록 함으로써 차체나 하물의 손상을 방지하고 승차감을 좋게 하는 장치로서, 크게 프론트서스펜션과 리어서스펜션으로 분류된다.In general, the suspension of the vehicle is a device that prevents damage to the vehicle body or the load and improves the riding comfort by preventing the vibration or shock received from the road surface when the vehicle is connected by connecting the axle and the vehicle body, and improves the ride comfort. It is classified as a suspension.

그리고, 상기 프론트서스펜션중 맥퍼슨타입의 프론트서스펜션 구조는 도 1에 도시된 바와 같이, 좌우측 전륜(1)의 휠에 결합되는 너클(2)과, 상기 너클(2)의 하단부에 볼조인트를 매개로 결합되면서 프런트멤버어셈블리(3)에 고정되도록 장착되는 로어암(4)과, 상기 너클(2)의 상단부에 결합되어 노면에서 받는 충격을 완화하고 승차감을 좋게 하는 스트럿어셈블리(5)와, 주행중 차체에 발생되는 롤링(rolling)현상을 감소시킴으로써 주행안정성을 도모하는 스테빌라이저바(6)를 포함되어 구성된다.In addition, the front suspension structure of the McPherson type of the front suspension, as shown in Figure 1, through the knuckle (2) coupled to the wheels of the left and right front wheels (1), and through the ball joint at the lower end of the knuckle (2) Lower arm (4) coupled to be fixed to the front member assembly (3) and coupled to the upper end of the knuckle (2), the strut assembly (5) to mitigate the impact received from the road surface and improve the ride comfort, and the vehicle body while driving It comprises a stabilizer bar (6) for promoting the running stability by reducing the rolling phenomenon generated in the.

여기서, 상기 스트럿어셈블리(5)는 스트럿(도시않됨)과 코일스프링(5a)으로 구성되며, 상기 코일스프링(5a)은 상단시트(5b)와 하단시트(5c)에 의해 지지되는 구조로서 설치된다.Here, the strut assembly 5 is composed of a strut (not shown) and a coil spring 5a, and the coil spring 5a is installed as a structure supported by the top sheet 5b and the bottom sheet 5c. .

그리고, 상기 스테빌라이저바(6)는 도시된 바와 같이 차체의 폭방향으로 가로질러 위치되면서 중간에서 양측으로 이격된 두 군데의 부위가 각각의 부시(7)를 통해 프런트멤버어셈블리(3)에 고정되도록 설치된다.In addition, the stabilizer bar 6 is positioned in the width direction of the vehicle body as shown, and two parts spaced from both sides in the middle are fixed to the front member assembly 3 through the respective bushes 7. It is installed as possible.

또한, 상기 스테빌라이저바(6)의 양단에는 스태빌라이저링크(8)의 일단이 관통되어 너트(9)의 체결력을 통해 결합되며, 상기 스태빌라이저링크(8)의 타단은 스트럿어셈블리(5)의 하단시트(5c)에 고정되도록 결합된다.In addition, one end of the stabilizer link 8 penetrates at both ends of the stabilizer bar 6 and is coupled through a fastening force of the nut 9, and the other end of the stabilizer link 8 is a lower seat of the strut assembly 5. Is fixed to (5c).

따라서, 상기와 같은 통상적인 프런트서스펜션은 자동차가 주행할 때 노면으로부터 전달되는 충격이나 상하진동을 억제하면서 차체가 좌우로 흔들리거나 비틀어지는 것을 방지하여 주행의 안정성을 향상시키고 탑승자의 승차감을 향상시키게 된다.Therefore, the conventional front suspension as described above prevents the vehicle body from swaying or twisting from side to side while suppressing shocks and up and down vibrations transmitted from the road surface when the vehicle is running, thereby improving driving stability and improving the riding comfort of the occupant. .

그러나, 상기와 같은 종래의 프런트서스펜션 구조는 차량이 고속으로 선회 주행을 할 때에 발생하는 차체의 롤모션(roll motion)을 효과적으로 제어하지 못하여 주행안정성이 감소되고 승차감도 나빠지게 되는 문제점이 있었다.However, the conventional front suspension structure as described above does not effectively control the roll motion of the vehicle body generated when the vehicle is turning at high speed, resulting in a decrease in driving stability and deterioration in ride comfort.

즉, 차량이 고속으로 선회 주행을 할 때 차체는 원심력을 특성에 의해 선회하는 반대방향으로 기울지는 움직임을 갖게 된다.That is, when the vehicle is turning at high speed, the vehicle body has a movement inclined in the opposite direction of turning the centrifugal force by the characteristic.

상기와 같은 차체의 롤모션은 차속이 증가할수록 그 각도가 커지게 되는 바, 상기와 같은 종래의 프런트서스펜션으로는 차체의 롤모션을 효과적으로 제어할 수가 없기 때문에, 선회 주행중인 차량은 주행안정성이 급격히 감소되고 또한 승차감도 나빠지게 되는 것이다.As the roll motion of the vehicle body increases as the vehicle speed increases, the angle is increased. As the conventional front suspension cannot control the roll motion of the vehicle body effectively, the driving stability of the vehicle is rapidly turning. It also reduces the ride quality.

이에 본 발명은 상기와 같은 문제점을 해소하기 위해 안출된 것으로, 차량의 직진 주행시와 선회 주행시에 따라 스태빌라이저바의 롤강성이 가변될 수 있도록 함으로써, 고속으로 선회 주행시 차체의 롤모션을 최대한 억제시켜 주행안정성을 확보하고 더불어 승차감도 대폭 향상시킬 수 있도록 하는 자동차의 프런트서스펜션 구조를 제공함에 그 목적이 있다.Accordingly, the present invention has been made to solve the above problems, by varying the roll stiffness of the stabilizer bar according to the straight running and the turning driving of the vehicle, driving the vehicle by restraining the roll motion of the vehicle body at the time of turning at high speed The purpose is to provide a vehicle front suspension structure that can ensure stability and significantly improve ride comfort.

상기와 같은 목적을 달성하기 위한 본 발명의 프런트서스펜션 구조는, 차체의 전후방향으로 연장되는 가이드구멍이 양단부에 형성된 스태빌라이저바와, 상기 가이드구멍과 연통되면서 차체의 상하방향으로 연장되는 서스펜션구멍이 일단에 형성된 랙기어부재와, 일단은 상기 가이드구멍과 서스펜션구멍을 순차적으로 관통하여 너트와 결합되고 타단은 스트럿어셈블리의 하단시트에 결합되어 설치되는 스테빌라이저링크와, 상기 랙기어부재와 치합되는 피니언기어를 모터축상에 구비하고서 프런트멤버어셈블리상에 고정되도록 장착되는 구동모터와, 차속센서와 조향각센서로부터 전달된 신호를 이용하여 상기 구동모터의 동작을 제어하는 콘트롤러를 포함하여 구성되는 것을 특징으로 한다.The front suspension structure of the present invention for achieving the above object is a stabilizer bar formed in both ends of the guide hole extending in the front and rear direction of the vehicle body, and the suspension hole extending in the vertical direction of the vehicle body in communication with the guide hole at one end. The formed rack gear member, one end through the guide hole and the suspension hole in order to be coupled with the nut, the other end is coupled to the lower seat of the strut assembly, the stabilizer link is installed, and the pinion gear engaged with the rack gear member It is characterized in that it comprises a drive motor provided on the motor shaft and fixed to the front member assembly, and a controller for controlling the operation of the drive motor using a signal transmitted from the vehicle speed sensor and the steering angle sensor.

이하 본 발명을 첨부된 예시도면에 의거 상세히 설명한다.Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

도 2와 도 3은 본 발명에 따른 프런트서스펜션의 구조를 도시한 사시도 및 측면도로서, 종래와 동일한 부위에는 동일한 참조부호를 붙이면서 설명하기로 한다.2 and 3 are a perspective view and a side view showing the structure of the front suspension according to the present invention, will be described with the same reference numerals to the same parts as in the prior art.

본 발명은 차량의 주행상태에 따라 스태빌라이저바의 롤강성을 가변시킬 수 있도록 하여 주행안정성을 향상시키고 승차감을 증대시킬 수 있도록 하는 프런트서스펜션의 구조에 관한 것다.The present invention relates to a structure of a front suspension that can change the roll stiffness of the stabilizer bar according to the driving state of the vehicle, thereby improving driving stability and increasing riding comfort.

즉, 맥퍼슨타입의 프론트서스펜션 구조는 도 1을 참조로 전술하였던 바와 같이, 좌우측 전륜(1)의 휠에 결합되는 너클(2)과, 상기 너클(2)의 하단부에 볼조인트를 매개로 결합되면서 프런트멤버어셈블리(3)에 고정되도록 장착되는 로어암(4)과, 상기 너클(2)의 상단부에 결합되어 노면에서 받는 충격을 완화하고 승차감을 좋게 하는 스트럿어셈블리(5)와, 주행중 차체에 발생되는 롤링(rolling)현상을 감소시킴으로써 주행안정성을 도모하는 스테빌라이저바(6)를 포함되어 구성된다.That is, the McPherson type front suspension structure has a knuckle 2 coupled to the wheels of the left and right front wheels 1 and the ball joint at the lower end of the knuckle 2 as described above with reference to FIG. 1. A lower arm (4) fixed to the front member assembly (3), a strut assembly (5) coupled to the upper end of the knuckle (2) to alleviate the impact received from the road surface and a good ride comfort, and generated in the vehicle body during driving It comprises a stabilizer bar (6) for achieving driving stability by reducing the rolling phenomenon.

여기서, 상기 스트럿어셈블리(5)는 스트럿(도시않됨)과 코일스프링(5a)으로 구성되며, 상기 코일스프링(5a)은 상단시트(5b)와 하단시트(5c)에 의해 지지되는 구조로서 설치된다.Here, the strut assembly 5 is composed of a strut (not shown) and a coil spring 5a, and the coil spring 5a is installed as a structure supported by the top sheet 5b and the bottom sheet 5c. .

그리고, 상기 스테빌라이저바(6)는 도시된 바와 같이 차체의 폭방향으로 가로질러 위치되면서 중간에서 양측으로 이격된 두 군데의 부위가 각각의 부시(7)를 통해 프런트멤버어셈블리(3)에 고정되도록 설치된다.In addition, the stabilizer bar 6 is positioned in the width direction of the vehicle body as shown, and two parts spaced from both sides in the middle are fixed to the front member assembly 3 through the respective bushes 7. It is installed as possible.

또한, 상기 스테빌라이저바(6)의 양단은 스태빌라이저링크(8)의 일단과 결합되며, 상기 스태빌라이저링크(8)의 타단은 스트럿어셈블리(5)의 하단시트(5c)에 고정되도록 결합된다.In addition, both ends of the stabilizer bar (6) is coupled to one end of the stabilizer link (8), the other end of the stabilizer link (8) is coupled to be fixed to the bottom sheet (5c) of the strut assembly (5).

즉, 상기 스테빌라이저바(6)의 양단에는 도 2와 도 3에 도시된 바와 같이 차체의 전후방향으로 연장되는 가이드구멍(6)이 형성된다.That is, guide holes 6 extending in the front-rear direction of the vehicle body are formed at both ends of the stabilizer bar 6 as shown in FIGS. 2 and 3.

그리고, 상기 스태빌라이저바(6)의 측부에는 랙기어부재(20)가 위치되며, 상기 랙기어부재(20)의 일단에는 차체의 상하방향으로 연장되는 플랜지(21)가 일체로 형성되고, 상기 플랜지(21)에는 차체의 상하방향으로 연장되는 서스펜션구멍(21a)이 형성된다.In addition, a rack gear member 20 is positioned at the side of the stabilizer bar 6, and one end of the rack gear member 20 is integrally formed with a flange 21 extending upward and downward in the vehicle body. Suspension holes 21a extending in the vertical direction of the vehicle body are formed at 21.

상기 서스펜션구멍(21a)은 가이드구멍(6)과 서로 연통되는 구조를 갖는다.The suspension hole 21a has a structure in communication with the guide hole 6.

이에 따라, 상기 스태빌라이저링크(8)의 일단은 상기 가이드구멍(6a)과 서스펜션구멍(21a)을 순차적으로 관통하여 너트(9)와 체결됨으로써 설치되며, 이에 따라 상기 스태빌라이저바(6)와 스태빌라이저링크(8) 및 랙기어부재(20)는 일체로 연결되는 구조를 갖게 된다.Accordingly, one end of the stabilizer link 8 is installed by sequentially passing through the guide hole 6a and the suspension hole 21a and fastened with the nut 9, and thus the stabilizer bar 6 and the stabilizer link 8 and the rack gear member 20 has a structure that is integrally connected.

또한, 상기 랙기어부재(20)에는 피니언기어(30)가 치합되며, 상기 피니언기어(30)는 프런트멤버어셈블리(3)상에 고정되도록 장착된 구동모터(40)의 모터축(41)과 결합된 구조를 갖는다.In addition, the rack gear member 20 is engaged with the pinion gear 30, the pinion gear 30 and the motor shaft 41 of the drive motor 40 mounted to be fixed on the front member assembly (3) It has a combined structure.

또한, 본 발명에 따른 프런트서스펜션은 차속센서(51)와 조향각센서(53)로부터 전달된 신호를 이용하여 상기 구동모터(40)의 동작을 제어하는 콘트롤러(60)를 더 포함하여 구성된다.In addition, the front suspension according to the present invention further comprises a controller 60 for controlling the operation of the drive motor 40 by using a signal transmitted from the vehicle speed sensor 51 and the steering angle sensor 53.

한편, 상기 스테빌라이저바(6)에 형성된 가이드구멍(6)과 상기 랙기어부재(20)에 형성된 서스펜션구멍(21a)은 본 발명의 실시예에 따라 일직선의 모양으로 형성된 것만이 도시되어 있으나 이에 한정되는 것은 아니다.Meanwhile, the guide hole 6 formed in the stabilizer bar 6 and the suspension hole 21a formed in the rack gear member 20 are only formed in a straight shape according to the embodiment of the present invention. It is not limited.

즉, 상기 가이드구멍(6)은 하단시트(5c)와의 결합점을 중심으로 하여 스태빌라이저링크(8)가 회전되는 방향을 따라 원호모양으로 형성되는 것이 바람직하며, 상기 서스펜션구멍(21a)은 차량의 범프 및 리바운드시 상기 스태빌라이저링크(8)가 차체의 상하로 이동하는 방향을 따라 형성되는 것이 가장 바람직하다.That is, the guide hole 6 is preferably formed in an arc shape along the direction in which the stabilizer link 8 is rotated around the coupling point with the lower seat 5c, and the suspension hole 21a is formed in the vehicle. Most preferably, the stabilizer link 8 is formed along the direction in which the stabilizer link 8 moves up and down of the vehicle body at bump and rebound.

이하, 본 발명의 동작과정에 대해 도 2 내지 도 4를 참조로 상세히 설명한다.Hereinafter, the operation of the present invention will be described in detail with reference to FIGS. 2 to 4.

먼저, 차속센서(51)와 조향각센서(53)로부터 전달된 신호에 의해 콘트롤러(60)가 차량이 직진 주행상태라고 판단하게 되면, 상기 콘트롤러(60)는 구동모터(40)로 제어신호를 보내지 않게 되며, 이에 따라 상기 랙기어부재(20)는 도 3에 도시된 바와 같이 스태빌라이저바(6)의 끝단에서 최대로 돌출된 상태를 유지하고 있게 된다.First, when the controller 60 determines that the vehicle is in a straight driving state by the signals transmitted from the vehicle speed sensor 51 and the steering angle sensor 53, the controller 60 does not send a control signal to the driving motor 40. As a result, the rack gear member 20 maintains the maximum protruding state from the end of the stabilizer bar 6 as shown in FIG. 3.

이때의 상태는 차량의 범프(bump) 및 리바운드(rebound)시 스태빌라이저바(6)에 비틀림력을 발생시키는 작용점인 너트(9)가 고정점에 해당하는 부시(7)로부터 최대한 멀리 이격된 상태이다.At this time, the nut 9, which is an action point for generating a torsional force on the stabilizer bar 6 at the time of bump and rebound of the vehicle, is spaced as far as possible from the bush 7 corresponding to the fixed point. .

상기와 같은 상태에서 노면으로부터 강한 충격력이나 진동이 전달되어 오면 스태빌라이저링크(8)가 체결된 너트(9)는 랙기어부재(20)의 서스펜션구멍(21a)을 따라 차체의 상하방향으로 이동하면서 상기 스태빌라이저바(6)에 충분한 비틀림력을 발생시키게 되고, 이에 따라 강한 충격력과 진동은 서스펜션의 작동에 의해 효과적으로 감소되고 흡수된다.When strong impact force or vibration is transmitted from the road surface in the above state, the nut 9 to which the stabilizer link 8 is fastened moves along the suspension hole 21a of the rack gear member 20 in the vertical direction of the vehicle body. Sufficient torsional force is generated in the stabilizer bar 6, whereby strong impact force and vibration are effectively reduced and absorbed by the operation of the suspension.

한편, 차속센서(51)와 조향각센서(53)로부터 전달된 신호에 의해 차량이 고속으로 선회 주행상태라고 콘트롤러(60)가 판단하게 되면, 상기 콘트롤러(60)는 구동모터(40)로 동작신호를 보내게 되고, 이에 따라 피니언기어(30)는 도 3에 도시된 상태에서 반시계방향으로 회전하며 이와 연동하는 랙기어부재(20)는 도시된 상태에서 우측으로 이동하게 된다.On the other hand, when the controller 60 determines that the vehicle is in a turning driving state at a high speed by the signals transmitted from the vehicle speed sensor 51 and the steering angle sensor 53, the controller 60 uses the driving motor 40 as an operation signal. Therefore, the pinion gear 30 rotates counterclockwise in the state shown in FIG. 3 and the rack gear member 20 interlocked with the pinion gear 30 moves to the right side in the illustrated state.

즉, 상기 피니언기어(30)가 반시계방향으로 회전하면 랙기어부재(20)가 도시된 상태에서 우측으로 이동하려는 힘을 받게 되고, 이 힘을 전달받은 랙기어부재(20)의 플랜지(21)가 스태빌라이저링크(8)의 너트(9)를 가이드구멍(6a)따라 우측방향으로 이동시키게 됨으로써, 상기 랙기어부재(20)의 이동이 이루어지게 되는 것이다.That is, when the pinion gear 30 rotates in the counterclockwise direction, the rack gear member 20 receives a force to move to the right in the illustrated state, and the flange 21 of the rack gear member 20 that receives the force is transmitted. By moving the nut 9 of the stabilizer link 8 in the right direction along the guide hole 6a, the rack gear member 20 is moved.

상기 랙기어부재(20)의 이동거리는 차량의 주행속도와 회전각도가 증가할수록 커질 수 있게 상기 콘트롤러(60)에 의해 결정된다.The movement distance of the rack gear member 20 is determined by the controller 60 so as to increase as the traveling speed and the rotation angle of the vehicle increase.

도 4에 도시된 상태는 랙기어부재(20)가 최대로 이동된 상태이며, 이때의 상태는 스태빌라이저바(6)에 비틀림력을 발생시키는 작용점인 너트(9)가 고정점에 해당하는 부시(7)로부터 최대한 근접하게 이격된 상태이다.The state shown in Figure 4 is a state in which the rack gear member 20 is moved to the maximum, the state at this time the nut (9) acting to generate a torsional force on the stabilizer bar (6) bush (corresponding to the fixed point) 7) as close as possible from the state.

이와 같이, 너트(9)에서 부시(7)에 이르는 거리가 차량의 주행속도 및 회전각도에 따라 점차적으로 줄어들게 되면 스태빌라이저바(6)의 롤강성은 점차적으로 증가하게 되며, 이에 따라 차체의 기울어짐 현상 즉 롤링모션(rolling motion)은 최대한 억제되는 특성을 갖게 된다.As such, when the distance from the nut 9 to the bush 7 gradually decreases according to the traveling speed and the rotation angle of the vehicle, the roll stiffness of the stabilizer bar 6 gradually increases, and accordingly, the vehicle body tilts. The phenomenon, that is, rolling motion, has a characteristic of being suppressed as much as possible.

따라서, 선회 주행중인 차량은 주행의 안정성이 대폭 증대되게 되고, 아울러 승차감도 향상되는 잇점이 있게 된다.As a result, the vehicle in the turning driving greatly increases the running stability, and also has the advantage of improving the riding comfort.

이후, 선회 주행을 하던 차량이 다시 직진 주행상태로 전환되면 우측으로 이동되었던 랙기어부재(20)는 콘트롤러(60)의 제어에 따라 좌측으로 이동되어 도 3의 상태를 유지하면서 서스펜션의 기능을 발휘하다가 선회주행을 위한 다음번의 작동에 대비하게 된다.Afterwards, when the vehicle that has been turning the vehicle is converted to the straight driving state again, the rack gear member 20 that has been moved to the right is moved to the left under the control of the controller 60 to maintain the state of FIG. Then you will be ready for the next run for turning.

이상 설명한 바와 같이 본 발명에 따른 프런트서스펜션은, 차량의 선회 주행시에 스태빌라이저바의 롤강성을 차량의 주행속도 및 선회각도에 따라 증대시킬 수 있게 됨으로써, 선회안정성과 승차감이 대폭적으로 향상되는 효과가 있게 된다. As described above, the front suspension according to the present invention can increase the roll rigidity of the stabilizer bar according to the traveling speed and the turning angle of the vehicle at the time of turning the vehicle, thereby significantly improving the turning stability and the riding comfort. do.

도 1은 일반적으로 프런트서스펜션의 구조를 도시한 사시도,1 is a perspective view showing a structure of a front suspension in general,

도 2와 도 3은 본 발명에 따른 프런트서스펜션의 구조를 도시한 사시도 및 측면도,2 and 3 are a perspective view and a side view showing the structure of the front suspension according to the invention,

도 4는 본 발명에 따른 프런트서스펜션 구조를 이용해 스태빌라이저바의 롤강성을 가변시키는 작동과정을 설명하기 위한 측면도이다.Figure 4 is a side view for explaining the operation of varying the roll stiffness of the stabilizer bar using the front suspension structure according to the present invention.

< 도면의 주요부분에 대한 부호의 설명 ><Description of Symbols for Major Parts of Drawings>

3 - 프런트멤버어셈블리 5 - 스트럿어셈블리3-front member assembly 5-strut assembly

5c - 하단시트 6 - 스태빌라이저바5c-Bottom seat 6-Stabilizer bar

6a - 가이드구멍 8 - 스테빌라이저링크6a-Guide hole 8-Stabilizer link

9 - 너트 20 - 랙기어부재9-Nut 20-Rack Gear Member

21 - 플랜지 21a - 서스펜션구멍21-flange 21a-suspension holes

30 - 피니언기어 40 - 구동모터30-Pinion Gear 40-Drive Motor

41 - 모터축 51 - 차속센서41-Motor shaft 51-Vehicle speed sensor

53 - 조향각센서 60 - 콘트롤러53-Steering Angle Sensor 60-Controller

Claims (2)

차체의 전후방향으로 연장되는 가이드구멍(6a)이 양단부에 형성된 스태빌라이저바(6)와,A stabilizer bar 6 formed at both ends thereof with guide holes 6a extending in the front-rear direction of the vehicle body, 상기 가이드구멍(6a)과 연통되면서 차체의 상하방향으로 연장되는 서스펜션구멍(21a)이 일단에 형성된 랙기어부재(20)와,A rack gear member 20 formed at one end with a suspension hole 21a extending in the vertical direction of the vehicle body while communicating with the guide hole 6a; 일단은 상기 가이드구멍(6a)과 서스펜션구멍(21a)을 순차적으로 관통하여 너트(9)와 결합되고 타단은 스트럿어셈블리(5)의 하단시트(5c)에 결합되어 설치되는 스테빌라이저링크(8)와,One end of the stabilizer link (8) is installed through the guide hole (6a) and the suspension hole (21a) in order to be coupled to the nut (9) and the other end is coupled to the lower seat (5c) of the strut assembly (5) Wow, 상기 랙기어부재(20)와 치합되는 피니언기어(30)를 모터축(41)상에 구비하고서 프런트멤버어셈블리(3)상에 고정되도록 장착되는 구동모터(40)와,A drive motor 40 having a pinion gear 30 meshed with the rack gear member 20 on the motor shaft 41 and fixed to the front member assembly 3; 차속센서(51)와 조향각센서(53)로부터 전달된 신호를 이용하여 상기 구동모터(40)의 동작을 제어하는 콘트롤러(60)를 포함하여 구성되는 자동차의 프런트서스펜션 구조.Front suspension structure of the vehicle comprising a controller (60) for controlling the operation of the drive motor 40 by using the signals transmitted from the vehicle speed sensor (51) and the steering angle sensor (53). 제 1항에 있어서, 상기 랙기어부재(20)의 일단에는 차체의 상하방향으로 연장되는 플랜지(21)가 일체로 형성되고, 상기 플랜지(21)에 서스펜션구멍(21a)이 길이방향을 따라 형성된 것을 특징으로 하는 자동차의 프런트서스펜션 구조.According to claim 1, One end of the rack gear member 20, the flange 21 extending in the vertical direction of the vehicle body is integrally formed, the suspension hole 21a is formed in the flange 21 along the longitudinal direction Front suspension structure of a vehicle, characterized in that.
KR10-2003-0085021A 2003-11-27 2003-11-27 front suspension structure of vehicle KR100521217B1 (en)

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Cited By (5)

* Cited by examiner, † Cited by third party
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KR100947386B1 (en) * 2008-06-11 2010-03-15 현대자동차주식회사 Variable roll control system for vehicles
KR101427945B1 (en) * 2013-04-30 2014-08-08 현대자동차 주식회사 Active roll control system
CN110356186A (en) * 2019-08-17 2019-10-22 安徽安凯金达机械制造有限公司 A kind of disconnected balance shaft structure
KR20210081726A (en) 2019-12-24 2021-07-02 쌍용자동차 주식회사 Front chassis module for motor vehicles, jig for anti-free flow
DE102017003839B4 (en) 2016-04-20 2022-03-03 Mando Corporation Device for active roll control

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KR100629799B1 (en) 2004-12-01 2006-09-28 현대모비스 주식회사 Active roll control system using a motor
KR101283593B1 (en) 2011-12-12 2013-07-05 현대자동차주식회사 Active roll control system
JP6054074B2 (en) 2011-12-12 2016-12-27 現代自動車株式会社Ｈｙｕｎｄａｉ Ｍｏｔｏｒ Ｃｏｍｐａｎｙ Active roll control device
KR101283606B1 (en) 2011-12-12 2013-07-05 현대자동차주식회사 Active roll control system
KR101393561B1 (en) 2012-12-31 2014-05-27 현대자동차 주식회사 Active roll control system

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100947386B1 (en) * 2008-06-11 2010-03-15 현대자동차주식회사 Variable roll control system for vehicles
KR101427945B1 (en) * 2013-04-30 2014-08-08 현대자동차 주식회사 Active roll control system
DE102017003839B4 (en) 2016-04-20 2022-03-03 Mando Corporation Device for active roll control
CN110356186A (en) * 2019-08-17 2019-10-22 安徽安凯金达机械制造有限公司 A kind of disconnected balance shaft structure
KR20210081726A (en) 2019-12-24 2021-07-02 쌍용자동차 주식회사 Front chassis module for motor vehicles, jig for anti-free flow

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