阅读说明：本技术 主动几何控制悬架 (Active geometry control suspension ) 是由 徐寅晳 朴在一 于 2018-12-12 设计创作，主要内容包括：本发明提供一种主动几何控制悬架,可以包括：第一连杆,其一侧连接到与车轮接合的车轮架,另一侧沿着车辆的宽度方向延伸；第二连杆,其一侧连接到所述车轮架,另一侧在车辆的宽度方向上延伸；第一杆,其一侧连接到所述第一连杆的另一侧；第二杆,其一侧连接到所述第二连杆的另一侧；连接杆,其将所述第一杆的另一侧和所述第二杆的另一侧连接；以及致动器,其连接到所述连接杆。(The present invention provides an active geometry control suspension, which may comprise: a first link having one side connected to a wheel frame engaged with a wheel and the other side extending in a width direction of the vehicle; a second link having one side connected to the wheel frame and the other side extending in a width direction of the vehicle; a first lever having one side connected to the other side of the first link; a second lever having one side connected to the other side of the second link; a connection rod connecting the other side of the first rod and the other side of the second rod; and an actuator connected to the connecting rod.)

1. An active geometry control suspension comprising:

A first link having a first side connected to a wheel frame engaged with a wheel and a second side extending in a width direction of the vehicle;

a second link having a first side connected to the wheel frame and a second side extending in a width direction of the vehicle;

a first rod having a first side connected to a second side of the first link;

A second rod having a first side connected to a second side of the second link;

A connecting rod connecting a second side of the first rod and a second side of the second rod; and

An actuator connected to the connecting rod.

2. The active geometry control suspension of claim 1,

Wherein the first link is connected to an upper portion of the wheel frame.

3. The active geometry control suspension of claim 1,

wherein the first lever is configured to adjust camber of the wheel.

4. The active geometry control suspension of claim 1,

Wherein the second lever is configured to adjust toe of the wheel.

5. The active geometry control suspension of claim 1, further comprising:

a third link, a first side of which is connected to the wheel frame, a second side of which extends in a width direction of the vehicle, and a suspension spring is mounted.

6. The active geometry control suspension of claim 5,

Wherein the first link is provided higher than the third link in a height direction of the vehicle.

7. The active geometry control suspension of claim 1,

Wherein the actuator includes a motor connected to a screw rod reciprocated by the motor,

the screw is connected to the connecting rod.

8. The active geometry control suspension of claim 1, wherein the second rod comprises:

a third rod having a first side connected to the connecting rod; and

A fourth bar having a first side connected to the second link.

9. The active geometry control suspension of claim 8,

Wherein a second side of the third bar and a second side of the fourth bar are connected to each other to form an obtuse angle between the third bar and the fourth bar and to form a first connection,

The first connection forms a hinge of the third rod with the fourth rod.

10. the active geometry control suspension of claim 8,

Wherein the length of the first link is formed longer than the length of the second link,

the length of the third rod is formed shorter than the length of the fourth rod.

11. the active geometry control suspension of claim 8,

The first lever includes:

A fifth lever having a first side connected to the connecting lever; and

A sixth rod connected to the first link on a first side thereof.

12. The active geometry control suspension of claim 11,

Wherein the second side of the fifth rod and the second side of the sixth rod are connected to each other to form an obtuse angle between the fifth rod and the sixth rod and to form a second connection,

The second connecting portion forms a hinge of the fifth rod and the sixth rod.

13. The active geometry control suspension of claim 11,

Wherein a length of the first link is formed longer than a length of the second link, and

Wherein a length of the sixth rod is formed shorter than a length of the fourth rod.

14. The active geometry control suspension of claim 11,

wherein a length of the fifth bar is formed longer than a length of the sixth bar.

15. The active geometry control suspension of claim 1,

Wherein a first side of the connecting rod is connected to the actuator, an

Wherein the second side of the connecting rod is mounted to extend in the width direction of the vehicle.

16. the active geometry control suspension of claim 11,

wherein the length of the third rod is the same as the length of the fifth rod.

17. the active geometry control suspension of claim 1,

Wherein the connecting rod is connected with the actuator through a joint.

Technical Field

the present invention relates to an active geometry control suspension (active geometry suspension). More particularly, the present invention relates to an active geometry control suspension capable of controlling two geometries simultaneously by one actuator.

background

In general, an Active Geometry Control Suspension (AGCS) selectively adjusts the geometry between a wheel and a suspension, and is called a device that improves the running stability of a vehicle.

the active geometry control suspension may include: an auxiliary link having one side connected to a wheel; a control lever connected to the other side of the auxiliary link; an actuator that controls operation of the control lever; and a controller that determines a running state of the vehicle to control driving of the actuator.

Therefore, during the running of the vehicle, the controller determines the running state of the vehicle through several sensors, and controls the operation of the actuator to control the toe-in value and the camber value of the wheel through the control rod if necessary, thereby stabilizing the running state of the vehicle.

However, in order to control the toe or camber angle of the wheel, since the conventional active geometry control suspension is formed as follows: each geometry control is controlled by one actuator, and therefore, an actuator for controlling the toe angle of the wheel and an actuator for controlling the camber angle are separately provided, and when the geometry is controlled by each actuator, there is a problem in that the weight and cost of the active geometry control suspension increase.

The information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.

disclosure of Invention

Various aspects of the present invention are directed to providing an active geometry control suspension configured to simultaneously control two geometries through only one actuator, thereby reducing weight and cost.

The active geometry control suspension may include: a first link having one side connected to a wheel frame engaged with a wheel and the other side extending in a width direction of the vehicle; a second link having one side connected to the wheel frame and the other side extending in a width direction of the vehicle; a first lever having one side connected to the other side of the first link; a second lever having one side connected to the other side of the second link; a connection rod connecting the other side of the first rod and the other side of the second rod; and an actuator connected to the connecting rod.

the first link may be connected to an upper portion of the wheel frame.

The first lever can adjust camber of the wheel.

the second lever can adjust toe-in of the wheel.

The active geometry control suspension may further include a third link having one side connected to the wheel frame and the other side extending in the width direction of the vehicle and mounted with a suspension spring.

The actuator may include a motor and a screw rod reciprocated by the motor, and the screw rod may be connected to the connecting rod.

The second lever may include: a third lever having one side connected to the connection lever; and a fourth bar having one side connected to the second link.

the other side of the first rod and the other side of the second rod may be connected to form an obtuse angle, and form a connection, which may form a hinge of the third rod and the fourth rod.

The first lever may include: a fifth lever having one side connected to the connection lever; and a sixth rod having one side connected to the first link.

the other side of the fifth rod and the other side of the sixth rod may be connected to form an obtuse angle, and form a connection part, which may form a hinge of the fifth rod and the sixth rod.

the length of the first link may be formed to be longer than the length of the second link, and the length of the sixth link may be formed to be shorter than the length of the fourth link.

one side of the connecting rod may be connected to the actuator, and the other side of the connecting rod may be provided to extend in the width direction of the vehicle.

The length of the third rod and the length of the fifth rod may be the same.

The connecting rod and the actuator may be connected by a joint.

According to the active geometry control suspension of the exemplary embodiment of the present invention, since the toe and camber angles of the wheels are simultaneously controlled by only one actuator, the running stability of the vehicle can be improved, and the weight and cost can be reduced.

Also, the initial toe and camber of the wheel can be easily controlled, and the toe and camber can be easily set by the ratio of the rods.

Other features and advantages of the methods and apparatus of the present invention will be more particularly apparent from or elucidated with reference to the drawings described herein, and subsequently, described in conjunction with the accompanying drawings, which serve to explain certain principles of the invention.

Drawings

FIG. 1 is a top plan view of an active geometry control suspension according to an exemplary embodiment of the present invention.

Fig. 2 is a front view of fig. 1.

FIG. 3 is a top plan view of an active geometry control suspension according to various exemplary embodiments of the present invention.

Fig. 4 is an enlarged view of a toe control unit of the active geometry control suspension according to an exemplary embodiment of the present invention.

Fig. 5A to 5C are schematic views for explaining the control of the toe of a wheel by using an active geometry control suspension according to an exemplary embodiment of the present invention.

Fig. 6 is a jump-toe (bump-toe) relationship characteristic diagram.

FIG. 7 is an enlarged view of a camber control unit of an active geometry control suspension according to an exemplary embodiment of the present invention.

Fig. 8A to 8C are schematic views for explaining the control of the camber angle of the wheel by using the active geometry control suspension according to an exemplary embodiment of the present invention.

fig. 9 is a jump-camber (bump-chamber) relationship characteristic diagram.

FIG. 10 is a front view of an active geometry control suspension according to various exemplary embodiments of the present invention.

It is to be understood that the appended drawings are not to scale, showing a somewhat simplified representation of various features illustrative of the basic principles of the invention. The specific design features of the invention disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes, will be determined in part by the particular application and environment of use contemplated.

In the drawings, like or equivalent elements of the invention are designated with reference numerals throughout the several views of the drawings.

Detailed Description

Reference will now be made in detail to various embodiments of the invention, examples of which are illustrated in the accompanying drawings and described below. While the invention will be described in conjunction with the exemplary embodiments, it will be understood that this description is not intended to limit the invention to those exemplary embodiments. On the other hand, the invention is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the invention as defined by the appended claims.

Exemplary embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

Referring to fig. 1 and 2, an active geometry control suspension according to an exemplary embodiment of the present invention may be applied to a multi-link type suspension.

the multi-link type suspension may include: a drag link 10 as a fourth link and connected to the wheel frame 2 engaged with the wheel 1 on one side and extending in the longitudinal direction of the vehicle on the other side; a lower link 20 as a third link, connected to the wheel frame 2 on one side and extending in the width direction of the vehicle on the other side, and mounted with a suspension spring; an upper link 30 as a first link and disposed at a relatively higher position than the lower link 20, the other side of the upper link 30 extending in the width direction of the vehicle; and an auxiliary link 40 that serves as a second link and has one side connected to the wheel frame 2 and the other side extending in the width direction of the vehicle.

An active geometry control suspension according to an exemplary embodiment of the present invention may include: a camber lever 50 as a first lever that controls camber of a wheel, and one side of the camber lever 50 is connected to the other side of the upper link 30 of the multi-link type suspension; and a toe-in control lever 60 as a second lever controlling toe-in of the wheels, and one side of the toe-in control lever 60 is connected to the other side of the auxiliary link 40.

The active geometry control suspension according to an exemplary embodiment of the present invention may further include: a connecting rod 70 integrally connecting the other side of the camber lever 50 and the other side of the toe lever 60; and an actuator 80 connected to the connecting rod 70 to provide an operating force to the connecting rod 70.

The actuator 80 may include a motor and a screw 82, the screw 82 being reciprocated by the motor, and the screw 82 may be connected to the connecting rod 70.

The screw rod 82 of the actuator 80 and the connecting rod 70 may be connected by a joint 84, as shown in fig. 3, or may have the same length as a third rod and a fifth rod described later.

Also, the actuator 80 may be connected to an output terminal of the controller so that the operation of the actuator 80 is controlled by a control signal of the controller, and the controller may detect and determine the traveling state of the vehicle through various sensors to apply an appropriate control signal to the actuator 80.

referring to fig. 4, the toe control lever 60 may include: a first toe control lever 61 as a third lever, and one side of the first toe control lever 61 is connected to an actuator 80; and a second toe control lever 62 as a fourth lever, and one side of the second toe control lever 62 is connected to the auxiliary link 40, and the other side of the first toe control lever 61 and the other side of the second toe control lever 62 are connected to each other to form an obtuse angle and form a connection 63, and the connection 63 may form a hinge of the first toe control lever 61 and the second toe control lever 62 as indicated by arrows.

Therefore, if the actuator 80 extends along the stroke X shown by the arrow, the first toe lever 61 and the second toe lever 62 rotate in the clockwise direction based on the connection portion 63, and one side of the second toe lever 62 and the connection portion 41 (or the hard point hp (hard point)) of the auxiliary link 40 may move downward y 1.

As described above, in a state where the connecting portion 41 on the vehicle body side of the assist link 40 is moved downward, for example, if the vehicle is steered, the wheels jump upward, and in the present case, as shown in fig. 5A to 5C and fig. 6, steering stability is improved because the inner toe value of the wheels jumping upward before the control is increased.

On the other hand, referring to fig. 7, the camber lever 50 may include: a first camber lever 51 as a fifth lever, and one side of the first camber lever 51 is connected to the actuator 80; a second camber control rod 52 as a sixth rod, and one side of the second camber control rod 52 is connected to the upper link 30, and the other side of the first camber control rod 51 and the other side of the second camber control rod 52 are connected to each other to form an obtuse angle, and form a connection portion 53, and the connection portion 53 may form a hinge portion of the first camber control rod 51 and the second camber control rod 52.

Therefore, if the actuator 80 extends along the stroke X shown by the arrow, the first camber lever 51 and the second camber lever 52 rotate in the clockwise direction based on the connection portion 53, and one side of the second camber lever 52 and the connection portion 31 (also referred to as a hard spot (HP)) of the upper link 30 move downward y 2.

As described above, in the state where the connecting portion 31 on the vehicle body side of the upper link 30 is moved downward, if the wheel 1 is steered and travels, the steered inner wheel is jumped up as shown in fig. 8A to 8C and fig. 9, so that the (-) camber angle of the jumped-up wheel before the control is increased, and thus the steering stability is improved.

On the other hand, in order to simultaneously adjust the toe-in angle and the camber angle by one actuator 80, the length ratios of the toe control rod 60 and the camber control rod 50, which are respectively connected to one actuator 80 through the connecting rod 70, may be appropriately adjusted.

First, in the case of the toe control lever 60, referring to fig. 4, when the lengths of the first toe control lever 61 and the second toe control lever 62 are a1 and b1, respectively, if the actuator 80 moves by the stroke X, the moving amount of the connecting portion 41 of the auxiliary link 40 is represented by y1 ═ X a/b.

Therefore, if the lengths a1 and b1 of the first and second toe levers 61 and 62 are appropriately adjusted, the amount of movement of the HP of the auxiliary link 40 and the value of the toe-in can be appropriately adjusted, and in the case of the camber lever 50, if the proportions of the lengths a2 and b2 of the first and second camber levers 51 and 52 are appropriately adjusted, the (-) camber angle can be appropriately adjusted.

in the present case, the lengths a1 and b1 of the first toe control lever 61 and the second toe control lever 62 are formed to be the same (refer to fig. 1).

However, in the case of the multi-link type suspension, since the length of the upper link 30 is formed to be longer than the length of the auxiliary link 40, the amount of movement of the HP of the upper link 30 may be greater than the amount of movement of the HP of the auxiliary link 40 to obtain a sufficient (-) camber control angle by the upper link 30. Therefore, the length b2 of the second camber lever 52 of the upper link 30 must be formed shorter than the length b1 of the second toe lever 62 of the auxiliary link 40.

On the other hand, as shown in fig. 10, one side of the connecting rod 70 is not only connected to the actuator 80 through the joint 84, but the other side is provided to extend in the width direction of the vehicle, one side of each of the toe control lever 60 and the camber control lever 50 may be connected to the connecting rod 70, and the other side of each of the toe control lever 60 and the camber control lever 50 may be connected to the assist link 40 and the upper link 30.

therefore, if the connecting rod 70 is moved outward in the width direction of the vehicle by the operation of the actuator 80 while the toe control lever 60 and the camber control lever 50 are rotated in the clockwise direction based on the hinge points thereof, the HP of the auxiliary link 40 and the upper link 40 is moved inward in the width direction of the vehicle, and the initial camber angle and the toe of the wheel can be easily adjusted.

For convenience in explanation and accurate definition in the appended claims, the terms "upper", "lower", "inner", "outer", "high", "low", "upper", "lower", "upward", "downward", "front", "rear", "back", "inside", "outside", "inward", "outward", "inside", "outside", "inner", "outer", "forward" and "rearward" are used to describe features of the exemplary embodiments with reference to the positions of such features as displayed in the figures.

The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. The foregoing description is not intended to be exhaustive or to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to enable others skilled in the art to make and use various exemplary embodiments of the invention and various alternatives and modifications thereof. It is intended that the scope of the invention be defined by the following claims and their equivalents.