KR20110055291A - Strut type multilink suspension system of vehicle - Google Patents

Strut type multilink suspension system of vehicle Download PDF

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Publication number
KR20110055291A
KR20110055291A KR1020090112246A KR20090112246A KR20110055291A KR 20110055291 A KR20110055291 A KR 20110055291A KR 1020090112246 A KR1020090112246 A KR 1020090112246A KR 20090112246 A KR20090112246 A KR 20090112246A KR 20110055291 A KR20110055291 A KR 20110055291A
Authority
KR
South Korea
Prior art keywords
vehicle body
strut
vehicle
suspension
side connection
Prior art date
Application number
KR1020090112246A
Other languages
Korean (ko)
Inventor
이재길
Original Assignee
현대자동차주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 현대자동차주식회사 filed Critical 현대자동차주식회사
Priority to KR1020090112246A priority Critical patent/KR20110055291A/en
Publication of KR20110055291A publication Critical patent/KR20110055291A/en

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Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/02—Attaching arms to sprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/41—Fluid actuator
    • B60G2202/413—Hydraulic actuator
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/30—Sensors
    • B60Y2400/303—Speed sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/18—Steering knuckles; King pins

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

Abstract

The present invention is a strut-type multi-link suspension of a vehicle having a lower control arm consisting of two arms, wherein a king pin offset preserving means is disposed on a vehicle side connection portion of the front arm, and a king pin according to the vehicle speed and steering angle. By varying the offset amount, the restoring force can be ideally controlled after steering.

Actuator, vehicle speed sensor, steering angle sensor, hydraulic pump

Description

Strut-type multilink suspension of car {STRUT TYPE MULTILINK SUSPENSION SYSTEM OF VEHICLE}

The present invention relates to a strut-type suspension mainly applied to the front wheels of a vehicle, and more particularly, in a strut-type suspension having a multi-link, a kingpin offset is varied according to a steering wheel angle, thereby improving resilience. The present invention relates to a strut type multilink suspension system.

Suspension in a vehicle exists between a vehicle body and a wheel, and is a device that connects these two rigid bodies by using one or more links. It is supported by springs and hydraulic shock absorbers in the vertical direction, and in other directions. By properly matching the high rigidity and flexibility, it performs a function to mechanically match the relative movement between the vehicle body and the wheel.

Such suspension devices have been developed in various types and applied to automobiles. As a front wheel suspension device of a passenger car, a strut type suspension device is mainly used.

In the general strut-type suspension device as described above, as shown in FIG. 4, the wheel carrier 100 rotatably supporting the wheel is connected to the vehicle body through the lower control arm 102 with an inner lower portion thereof, and an inner upper portion thereof. The coil spring 104 and the shock absorber 106 are integrally formed and suspended on the vehicle body by the strut assembly 108 which is arranged in a standing shape while maintaining a constant angle.

Recently, in order to cope with high performance of a vehicle, as shown in FIG. 5, a multilink type having a lower control arm 102 having two arms 102a and 102b has been developed.

In this suspension, the steering wheel and road surface reaction force are reduced and the kingpin angle is set for the steering wheel recovery torque. The wheel is steered while rotating about the kingpin shaft.

The king pin angle means an angle formed between the vertical line and the king pin center line.

Looking at the kingpin center line as described above, in the case of the strut-type suspension having one lower control arm 102, as shown in FIG. 4, the upper mount 110 and the lower control arm 102 of the strut assembly 108 are shown. It is made of a virtual line (K) connecting the wheel side connection portion 112 of the).

In the case of a multilink suspension composed of two lower control arms 102a and 102b, the upper mount 110 of the strut assembly 108 and the two arms (front and rear) as shown in FIG. The virtual line K connecting the point G where the virtual line connecting the vehicle body side connecting parts 114a and 114b and the wheel side connecting parts 112a and 112b of the 102a and 102b intersects. .

However, in the suspension device having one lower control arm 102 in the above, since the top mount 110 and the wheel side connection portion 112 are fixed, the kingpin offset amount is extremely small during steering, resulting in poor resiliency. It is implicated.

In the suspension device having two arms 102a and 102b before and after, as shown in FIG. 6, the intersection point G of the lower control arm 102 is structurally moved according to the steering angle. Accordingly, in the case of turning inner ring, it moves forward inward and in the case of turning outer ring, it moves backward inward. There is a problem of being reduced.

Therefore, the present inventors have been invented to solve the above problems, the present invention is to provide a strut-type multi-link suspension of the vehicle to be able to ideally control the restoring force after steering by varying the kingpin offset amount according to the steering angle. .

In order to achieve the above object, the present invention, as in claim 1, the lower control arm consisting of a wheel carrier rotatably supporting the wheel, and two arms before and after connecting the lower end of the wheel carrier and the vehicle body; And a strut assembly in which a coil spring and a shock absorber are integrally formed, the upper end of which is suspended on the vehicle body via an insulator, and the lower end of which includes a strut assembly connected to the upper part of the wheel carrier. Provided is a strut-type multi-link suspension device for a vehicle, wherein a king pin offset preservation means is disposed on a vehicle body side connection portion.

The king pin offset preservation means is characterized in that it comprises an arc-shaped guide hole formed in the vehicle body (sub-frame), and the actuator for moving the vehicle body side connection portion of the front arm in the guide hole as in claim 2 It is done.

In the above, as shown in claim 3, the guide hole is formed along the movement trajectory of the vehicle body side connection portion when the front arm rotates with respect to the wheel side connection portion.

In the above, the actuator is made of a hydraulic cylinder that is stretched by hydraulic pressure, as in claim 4, the end of the actuator rod is hinged to the fixed shaft of the body side connection portion of the front arm, the rear end is hinged to the vehicle body, characterized in that do.

The actuator is connected to the hydraulic pump and the control valve as in claim 5, characterized in that the control valve is controlled by a control unit according to the signals of the steering angle sensor and the vehicle speed sensor.

According to the above configuration, the present invention detects a signal input from the steering angle sensor and the vehicle speed sensor in the front trolley unit during operation of the vehicle, calculates the kingpin offset compensation amount, and controls the control valve to supply / extract the hydraulic pressure from the control valve to the actuator. By controlling the preservation of the king pin offset amount.

That is, by increasing the kingpin offset amount by moving the intersection of the extension lines connecting the two connecting portions of the two lower arms outward from the neutral state during steering, the restoring force with respect to the longitudinal force can be increased.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention that can specifically realize the above object will be described in detail.

3 is a diagram showing a strut-type multilink suspension to which the present invention is applied, in which reference numeral 2 denotes a wheel, and the wheel 2 is rotatably supported by the wheel carrier 4.

The wheel carrier 4 rotatably supporting the wheel 2 has an inner lower portion connected to a vehicle body via a lower control arm 6, and the lower control arm 6 has two arms (front and rear). 8) (10).

In the above, the front arm 8 serves as a tension arm, and the rear arm 10 serves as a lateral arm.

The wheel connecting portion 8a of the front arm 8 is connected to the wheel carrier 4 by a ball joint, and the vehicle body connecting portion 8b is connected via a vertical high bushing.

Further, the wheel side connection portion 10a of the rear arm 10 is connected to the wheel carrier 4 by a ball joint, and the vehicle body side connection portion 10b is connected via a horizontal rubber bush.

In addition, the inner upper portion of the wheel carrier 4 is suspended on the vehicle body by the strut assembly 16 disposed in a form in which the coil spring 12 and the shock absorber 14 are integrally formed and maintained at an angle. Supported.

Accordingly, various vibrations and shocks input from the road surface are attenuated by the strut assembly 16 and transmitted to the vehicle body in a minimum state.

In addition, the upper end of the strut assembly 16 as described above is supported by suspension between the vehicle body through the mount 18. Since the internal structure of the mount 18 is well known, a detailed description thereof will be omitted.

Reference numeral 20 in FIG. 1 denotes a stabilizer bar, and 22 denotes a steering rod.

In such a strut-type multilink suspension, the present invention arranges kingpin offset preservation means on the front arm 8 of the lower control arm 6 as shown in FIG.

The king pin offset preservation means is formed in the vehicle body side connecting portion 8b of the front arm 8, the arc-shaped guide hole 30 formed in the vehicle body (subframe 28), and the vehicle body side of the front arm 8; It comprises an actuator 32 which can move the connecting portion 8b forward and backward in the guide hole 30.

In the above, the guide hole 30 is formed in a portion where the vehicle body side connecting portion 8b of the front arm 8 is connected as before, and its curvature is obtained when the front arm 8 rotates at the wheel side connecting portion 8a. It determines with the motion trajectory of the vehicle body side connection part 8b. This is to avoid affecting the toe of the wheel when turning.

In addition, in connecting the vehicle body side connecting portion 8b of the front arm 8 to the guide hole 30, a vertical rubber bush interposed therebetween is slidably connected to the guide hole 30 while performing the role thereof. The configuration has no special features, and thus no detailed structure is given.

And the actuator 32 is made of a hydraulic cylinder that is stretched by hydraulic pressure, the end of the actuator rod 34 is hinged to allow rotation to the fixed shaft 36 of the vehicle body side connection portion 8b of the front arm (8) Connected.

The rear end fixture 38 of the actuator 32 is also hingedly connected to the vehicle body 28, which means that when the vehicle body side connection portion 8b of the front arm 8 performs the retraction operation, the actuator 32 is hinged rearward. This is to allow for a rotation based on wealth.

And the actuator 32 is generated by the hydraulic pump 40 is operated by the hydraulic pressure flowing in or out through the control valve 42, the control valve 42 is controlled by a control unit (ECU), the control The unit ECU controls the control valve 42 according to the information input from the steering angle sensor 44 and the vehicle speed sensor 46.

That is, the control valve 42 controls the control valve 42 by detecting a signal input from the steering angle sensor 44 and the vehicle speed sensor 46 by the electronic control unit ECU during operation of the vehicle and calculating the kingpin offset compensation amount. By controlling the hydraulic pressure supplied / discharged to the actuator 32 in the preservation of the king pin offset amount, it is to increase the restoring force.

3 is a view for explaining the operation of the present invention, the left side of the figure shows a straight state.

In this state, the vehicle body side connecting portion 8b of the front arm 8 is located at the center of the guide hole 30.

If the steering wheel (not shown) is rotated to the left as necessary to make a left turn in such a neutral steering state, the turn-roll attractor 44 detects the steering angle and the vehicle speed to control the control valve 42, and the control valve 42 actuates the actuator. Control 32 to stretch.

Then, when the actuator rod 34 moves forward and the vehicle body side connecting portion 8b of the front arm 8 is pushed to move to the rear side, the intersection point G of the front and rear arms 8 and 10 as shown in the right figure of FIG. ) Moves forward and outward.

In the case where a right turn is to be made in contrast to the above, it is not shown, but moves to the rear outside of the intersection point G, in contrast to the above.

As described above, when the crossing point G moves outward from the neutral state during steering, the kingpin offset amount is increased, and as the kingpin offset amount is increased, the restoring force with respect to the longitudinal force is increased.

Although the preferred embodiment of the suspension device of the present invention has been disclosed above, the present invention is not limited to the above embodiment, and the present invention can be easily invented by those skilled in the art to which the present invention pertains. It includes all changes to the extent considered equivalent.

1 is a perspective view of a strut type multi-link suspension device to which the present invention is applied.

2 is a perspective view of main parts of the present invention;

3 is an operational state diagram of the present invention.

Figure 4 is a schematic diagram for explaining the king pin shaft of the conventional strut-type suspension.

Figure 5 is a schematic diagram for explaining the king pin shaft of the conventional strut-type multi-link suspension.

6 is an explanatory diagram of a king pin offset of a conventional strut type multi-link suspension.

Claims (5)

A wheel carrier for rotatably supporting the wheel, a lower control arm consisting of two arms before and after connecting the lower end of the wheel carrier to the vehicle body, and a coil spring and a shock absorber are integrally formed so that the upper end of the insulator A suspension device comprising a strut assembly interposed on a vehicle body via a suspension, and having a lower end connected to an upper side of the wheel carrier, A strut type multi-link suspension device for a vehicle, characterized in that a king pin offset preservation means is disposed on a vehicle body side connection portion of the front arm. The method according to claim 1, wherein the king pin offset preservation means comprises an arc-shaped guide hole formed in the vehicle body (sub-frame) and the actuator for moving the vehicle body side connection portion of the front arm in the guide hole Strut-type multi-ring suspension of automobile. The strut-type multi-link suspension of a vehicle according to claim 2, wherein the guide hole is formed along a movement trajectory of the vehicle body side connection when the front arm rotates with respect to the wheel side connection. According to claim 2, wherein the actuator consists of a hydraulic cylinder that is stretched by hydraulic pressure, the end of the actuator rod is hinged to the fixed shaft of the vehicle body side connection of the front arm, the rear end fixture is hinged to the vehicle body, characterized in that Strut-type multi-link suspension in automobiles. 5. The strut-type multilink of a vehicle according to claim 2 or 4, wherein an actuator is connected through a hydraulic pump and a control valve, and the control valve is controlled by a control unit according to signals of a steering angle sensor and a vehicle speed sensor. Suspension.
KR1020090112246A 2009-11-19 2009-11-19 Strut type multilink suspension system of vehicle KR20110055291A (en)

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KR1020090112246A KR20110055291A (en) 2009-11-19 2009-11-19 Strut type multilink suspension system of vehicle

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Application Number Priority Date Filing Date Title
KR1020090112246A KR20110055291A (en) 2009-11-19 2009-11-19 Strut type multilink suspension system of vehicle

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160048267A (en) * 2014-10-23 2016-05-04 현대모비스 주식회사 Suspension apparatus for vehicle
KR20190070078A (en) * 2017-12-12 2019-06-20 현대자동차주식회사 Front suspension system for vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160048267A (en) * 2014-10-23 2016-05-04 현대모비스 주식회사 Suspension apparatus for vehicle
KR20190070078A (en) * 2017-12-12 2019-06-20 현대자동차주식회사 Front suspension system for vehicle

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