阅读说明：本技术 车辆悬架装置 (Vehicle suspension device ) 是由 张大元 于 2020-04-30 设计创作，主要内容包括：一种车辆悬架装置,包括：车轮主体,其上安装有车轮与轮胎单元；转向驱动单元,其被配置成传递驱动力以使车轮主体在车身的横向方向上旋转,使得车轮与轮胎单元和车轮主体一起旋转；以及车轮移动单元,布置在车身上以在前后方向上可移动,被配置成使得其位置在上下方向上改变,并连接至车轮主体以支撑车轮主体,使得车轮主体的位置响应于车轮移动单元在前后方向上的移动以及在上下方向上的位置的改变而改变。(A vehicle suspension apparatus comprising: a wheel main body on which a wheel and tire unit is mounted; a steering drive unit configured to transmit a driving force to rotate the wheel main body in a lateral direction of the vehicle body such that the wheel rotates together with the tire unit and the wheel main body; and a wheel moving unit disposed on the vehicle body to be movable in the front-rear direction, configured such that a position thereof changes in the up-down direction, and connected to the wheel main body to support the wheel main body such that the position of the wheel main body changes in response to the movement of the wheel moving unit in the front-rear direction and the change in the position in the up-down direction.)

1. A vehicle suspension apparatus comprising:

a wheel main body on which a wheel and a tire unit are to be mounted;

a steering drive unit configured to transmit a driving force to rotate the wheel main body in a lateral direction of a vehicle body so that the wheel and tire unit will rotate together with the wheel main body; and

a wheel moving unit disposed on the vehicle body to be movable in a front-rear direction and configured such that a position of the wheel moving unit is changed in an up-down direction, and connected to the wheel main body to support the wheel main body such that the position of the wheel main body is changed in response to the movement of the wheel moving unit in the front-rear direction and the change in the position in the up-down direction.

2. The vehicle suspension device according to claim 1, wherein the wheel main body includes:

a housing on which the steering drive unit and the wheel moving unit are arranged; and

a wheel base rotatably disposed on the housing, the wheel and tire unit having a tire wheel mountable thereon.

3. The vehicle suspension device according to claim 1, further comprising: a shock absorber connected to the wheel main body and the wheel moving unit, wherein the shock absorber is configured to absorb shock generated in response to the wheel main body moving in the up-down direction.

4. The vehicle suspension device according to claim 3, wherein:

the wheel body includes a support member extending from the wheel body in the up-down direction; and is

The shock absorber includes brackets rotatably mounted on an upper support and a lower support of the wheel body, respectively, and elastic members disposed between the upper bracket of the bracket and the wheel body and between the lower bracket of the bracket and the wheel body, respectively, wherein the elastic members are configured to absorb shock transmitted via the wheel body.

5. The vehicle suspension device according to claim 4, wherein the steering drive unit is disposed on the bracket of the shock absorber and connected to the support member to rotate the support member when the driving force is transmitted, thereby rotating the wheel body.

6. The vehicle suspension device according to claim 5, wherein the steering drive unit includes a motor that generates a rotational force, an upper support that is disposed on the upper bracket and is connected to the wheel main body through gear engagement.

7. The vehicle suspension device according to claim 4, wherein:

the vehicle body is provided with a plurality of guides that are spaced apart from each other in the up-down direction and extend in the front-rear direction; and is

The wheel moving unit includes a plurality of link connectors disposed above and below the wheel main body, wherein a first end of each of the link connectors is rotatably connected to a corresponding guide of the plurality of guides, and a second end of each of the link connectors is rotatably connected to a corresponding bracket of the shock absorber.

8. The vehicle suspension device according to claim 7, wherein:

the plurality of guides are located at front-rear positions above and below the vehicle body; and is

Some of the plurality of link connectors are connected to an upper guide located at a front-rear position above the vehicle body and the upper bracket among the plurality of guides, and other of the plurality of link connectors are connected to a lower guide located at a front-rear position below the vehicle body and the lower bracket among the plurality of guides.

9. The vehicle suspension apparatus according to claim 7, wherein each of the link connectors includes: a cylinder rotatably connected to a corresponding bracket among the brackets; and a piston configured to retract into and extend out of the cylinder and rotatably connected to a corresponding guide of the plurality of guides.

10. The vehicle suspension device according to claim 7, wherein each of the guides includes: a guide rail extending in the front-rear direction from the vehicle body; a link moving part connected to the guide rail to move along the guide rail in response to rotation of the guide rail, and the link connector rotatably connected to the link moving part; and a link driving unit disposed on the vehicle body and connected to the guide rail to rotate the guide rail.

11. The vehicle suspension device according to claim 10, wherein:

the plurality of guides are arranged at front and rear positions above and below the vehicle body such that the guide rails are disposed at the front and rear positions, respectively; and is

The guide rails in the forward position are rotatably connected to the guide rails in the rearward position via bearings arranged on the vehicle body, respectively.

12. The vehicle suspension device according to claim 1, wherein the wheel main body, the steering drive unit, and the wheel moving unit are provided on each of front and rear wheels of the vehicle body, and the steering drive unit and the wheel moving unit are configured to be controlled separately.

13. A vehicle suspension apparatus comprising:

a vehicle body;

a wheel body including a housing;

a wheel and tire unit mounted on the wheel body;

a steering drive unit disposed on the housing of the wheel main body;

a wheel moving unit disposed on the vehicle body and configured to be movable in a front-rear direction; and

a shock absorber connected to the wheel main body and the wheel moving unit.

14. The vehicle suspension apparatus according to claim 13, wherein the wheel moving unit is configured to support the wheel main body.

15. The vehicle suspension device according to claim 13, wherein the wheel-and-tire unit includes a bolt fastening hole, and wherein the wheel-and-tire unit is mounted on the wheel main body by bolt fastening.

16. The vehicle suspension arrangement according to claim 13, wherein said wheel body further includes a wheel base rotatably disposed on said housing of said wheel body.

17. The vehicle suspension device according to claim 16, wherein:

the wheel moving unit is disposed on the housing of the wheel main body; and is

The wheel and tire unit is mounted on the wheel base.

18. The vehicle suspension device according to claim 13, further comprising:

an upper support extending upward from the wheel body;

a lower support extending downward from the wheel body;

an upper bracket mounted on the upper support;

a lower bracket mounted on the lower support;

a first elastic member disposed between the upper bracket and the wheel main body; and

a second elastic member disposed between the lower bracket and the wheel main body.

19. The vehicle suspension device according to claim 18, wherein:

the vehicle body includes a plurality of guides that are spaced apart from each other in an up-down direction and extend in a front-rear direction;

the wheel moving unit includes a plurality of link connectors arranged above and below the wheel main body;

a first end of each of the link connectors is rotatably connected to a corresponding one of the plurality of guides; and is

The second end of each of the link connectors is rotatably connected to a corresponding one of the upper and lower brackets.

20. The vehicle suspension arrangement of claim 19, wherein each of the link connectors includes a cylinder rotatably connected to a corresponding one of the upper and lower brackets and a piston rotatably connected to a corresponding one of the plurality of guides, wherein the piston is configured to retract into and extend out of the cylinder.

Technical Field

The present invention generally relates to a vehicle suspension apparatus.

Background

Recently, various suspensions have been developed to improve driving comfort of vehicles and reduce noise in vehicles.

The suspension is one of the main components of a vehicle for connecting a vehicle axle to a frame or chassis and absorbing vibrations or shocks transmitted from the road during driving, thereby improving the driving comfort and stability of the vehicle. The suspension may include a number of components such as lower arms, upper arms, knuckles, stepped links, springs, shock absorbers and ball joints.

Such suspensions have a supporting structure consisting of springs, shock absorbers or the like, mechanically coordinating in a suitable manner the relative movements between the body and the wheels. In addition, the suspension allows the tire to reliably come into contact with the road surface, so that the vehicle body is closer to the road during high-speed driving of the vehicle.

Recently, future-style vehicles have been developed so that the weight of the vehicle is reduced and the respective wheels can be controlled independently of each other. In such future style vehicles, the use of conventional suspensions may be inefficient in terms of weight, manufacturing costs, and the like. In addition, it may be difficult to control the wheels independently of each other. Therefore, it is necessary to develop a suspension suitable for future-style vehicles that have been miniaturized.

The foregoing is intended only to aid in understanding the background of the invention and is not intended to represent that the invention falls within the scope of the relevant art as known to those skilled in the art.

Disclosure of Invention

Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art. An embodiment of the present invention provides a vehicle suspension apparatus having a structure in which: with this structure, the respective wheels and the tire unit can be driven independently of each other, and the positions of the respective wheels and the tire unit can be individually changed, so that the vehicle can be controlled to be in various positions, and the drivability of the vehicle can be improved.

The present invention generally relates to a vehicle suspension apparatus. The specific embodiments relate to a vehicle suspension apparatus for providing various positions to a vehicle by changing positions of wheel and tire units.

In order to achieve the above object, according to one embodiment of the present invention, there is provided a vehicle suspension apparatus including: a wheel main body on which a wheel and tire unit is mounted; a steering drive unit that transmits a driving force to rotate the wheel main body in a lateral direction of the vehicle body such that the wheel rotates together with the tire unit and the wheel main body; and a wheel moving unit disposed on the vehicle body to be movable in the front-rear direction, configured such that a position thereof changes in the up-down direction, and connected to the wheel main body to support the wheel main body such that the position of the wheel main body changes in response to the movement of the wheel moving unit in the front-rear direction and the change in the position in the up-down direction.

The wheel body may include: a housing on which a steering driving unit and a wheel moving unit are disposed; and a wheel base rotatably disposed on the housing, the wheel and the tire wheel of the tire unit being mounted on the wheel base.

The vehicle suspension device may further include: and a damper connected to the wheel main body and the wheel moving unit so as to absorb shock generated in response to the wheel main body moving in the up-down direction.

The wheel body may include a support member extending therefrom in an up-down direction. The shock absorber may include brackets rotatably mounted on the upper support and the lower support of the wheel body, respectively, and elastic members disposed between the upper bracket of the bracket and the wheel body and between the lower bracket of the bracket and the wheel body, respectively, so as to absorb shock transmitted via the wheel body.

The steering driving unit may be disposed on a bracket of the shock absorber and connected to the support to rotate the support when the driving force is transmitted, thereby rotating the wheel body.

The steering driving unit includes a motor that generates a rotational force, an upper support that may be disposed on the upper bracket and coupled to the wheel main body through gear engagement.

The vehicle body may be provided with a plurality of guides that are spaced apart from each other in the up-down direction and extend in the front-rear direction. The wheel moving unit may include a plurality of link connectors disposed above and below the wheel main body. One end of each link connector is rotatably connected to a corresponding guide of the plurality of guides, and the other end of each link connector is rotatably connected to a corresponding bracket of the shock absorber.

The plurality of guides may be located at front and rear positions above and below the vehicle body. Some of the plurality of link connectors may be connected to an upper guide and an upper bracket located at a front-rear position above the vehicle body among the plurality of guides, and other link connectors of the plurality of link connectors are connected to a lower guide and a lower bracket located at a front-rear position below the vehicle body among the plurality of guides.

Each link connector may include: a cylinder rotatably connected to a corresponding bracket among the brackets; and a piston retractable into and extending from the cylinder and rotatably connected to a corresponding guide of the plurality of guides.

Each guide may include: a guide rail extending in a front-rear direction from a vehicle body; a link moving part connected to the guide rail to move along the guide rail in response to rotation of the guide rail, and the link connector rotatably connected to the link moving part; and a link driving unit disposed on the vehicle body and connected to the guide rail to rotate the guide rail.

The guide members may be disposed at front and rear positions above and below the vehicle body such that the guide rails are disposed at the front and rear positions, respectively. The front rails are rotatably connected to the rear rails via bearings arranged on the vehicle body, respectively.

The wheel main body, the steering drive unit, and the wheel moving unit may be provided on each of front and rear wheels of the vehicle body. The steering drive unit and the wheel movement unit can be controlled separately.

According to the vehicle suspension device having the above-described structure, each wheel and the tire unit can be driven independently of each other, and the positions of each wheel and the tire unit can be changed individually, so that the vehicle can be controlled to be in various positions, and the drivability of the vehicle can be improved. In addition, since the wheel and tire unit is disposed on the vehicle body using the link connection structure, structural strength can be obtained.

Drawings

The above and other objects, features and other advantages of the present invention will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which:

fig. 1 is a diagram showing a vehicle suspension apparatus of an exemplary embodiment of the invention;

fig. 2 to 5 are views showing the vehicle suspension device shown in fig. 1;

fig. 6 is a diagram showing an embodiment in which positions of front and rear wheels are adjusted by a vehicle suspension device of an embodiment of the invention; and

fig. 7 and 8 are views showing an embodiment in which the position of the wheel main body of the vehicle suspension device is adjusted according to the embodiment of the invention.

Detailed Description

Hereinafter, a vehicle suspension device according to an exemplary embodiment of the present invention will be described with reference to the accompanying drawings.

Fig. 1 shows a vehicle suspension apparatus according to an exemplary embodiment of the invention, fig. 2 to 5 show the suspension apparatus shown in fig. 1, fig. 6 shows an embodiment in which positions of front and rear wheels are adjusted by the vehicle suspension apparatus according to the embodiment of the invention, and fig. 7 and 8 show an embodiment in which the position of a wheel main body of the vehicle suspension apparatus according to the embodiment of the invention is adjusted.

As shown in fig. 1 and 2, a vehicle suspension device according to an embodiment of the present invention includes a wheel main body 10, a steering drive unit 20, and a wheel moving unit 30. The wheel and tire unit (H in fig. 6) is mounted on the wheel main body 10. The steering drive device 20 transmits a drive force to rotate the wheel main body 10 in the lateral direction of the vehicle body 60, so that the wheel and tire unit H rotate together with the wheel main body 10. The wheel moving unit 30 is disposed on the vehicle body 60 so as to be movable in the front-rear direction, and is configured such that its position changes in the up-down direction. The wheel moving unit 30 is connected to the vehicle body 60 to support the wheel main body 10. The position of the wheel main body 10 is changed in response to the wheel moving unit 30 moving in the front-rear direction and changing the position in the up-down direction.

As described above, the vehicle suspension device according to the embodiment of the invention includes the wheel main body 10, the steering drive unit 20, and the wheel moving unit 30, which are arranged on the vehicle body 60. The wheel and tire unit H is mounted on the wheel main body 10, and bolt fastening holes 13 allowing the wheel and tire unit H to be mounted are formed in the wheel main body 10. The position where the bolt-fastening hole 13 is formed may be determined according to the size of the wheel and tire unit H. In this way, the wheel and tire unit H is rotatably mounted on the wheel main body 10, and the wheel main body 10 is arranged on the vehicle body 60 via the wheel moving unit 30.

Here, the wheel moving unit 30 is arranged to be movable forward and backward on the vehicle body 60, and is configured such that its position is changed in the up-down direction. Therefore, when the wheel moving unit 30 moves back and forth on the vehicle body 60, the position of the wheel main body 10 is changed in the front-rear direction, and thus, the wheel base is adjustable. When the position of the wheel moving unit 30 is changed in the up-down direction, the vehicle body 60 may be moved up or down, and thus, the position of the vehicle may be adjusted. In this way, the position of the wheel main body 10 is adjusted in the front-rear direction and the up-down direction by the wheel moving unit 30. Therefore, the position control of the vehicle can be performed in an optimized manner according to various driving conditions of the vehicle, thereby improving the drivability of the vehicle.

Further, the steering drive unit 20 is arranged on the wheel main body 10 such that the wheel main body 10 rotates in the lateral direction of the vehicle body 60. Specifically, when the steering drive unit 20 is operated, the steering drive unit 20 transmits a driving force to the wheel main body 10 to rotate the wheel main body 10 in the lateral direction of the vehicle body 60. Therefore, the wheel and tire unit H rotates together with the wheel main body 10, and the vehicle turns.

As described above, according to the embodiment of the present invention, the control and position change of the wheel and tire unit H can be performed independently of the corresponding driving wheel of the vehicle body 60, thereby obtaining optimal drivability according to various driving conditions of the vehicle.

Describing the present invention in more detail, as shown in fig. 2 and 3, the wheel body 10 may include a housing 10-1 and a wheel base 10-2. The steering driving unit 20 and the wheel moving unit 30 are disposed on the housing 10-1. The wheel base 10-2 is rotatably disposed on the housing 10-1, and the wheel and tire unit H is mounted on the wheel base 10-2.

In this way, the wheel main body 10 includes a housing 10-1 and a wheel base 10-2. Specifically, the wheel and tire unit H may be mounted on the wheel base 10-2 by bolt fastening, and the wheel base 10-2 is rotatably disposed on the housing 10-1. Therefore, the vehicle can run due to the rotation of the wheel and tire unit H. In the housing 10-1, a steering drive unit 20 and a wheel moving unit 30 are arranged. The housing 10-1 is rotated in the lateral direction by the steering driving unit 20, thereby allowing the vehicle to be steered. The position of the vehicle is adjusted by the wheel moving unit 30. Here, a braking unit for braking the wheel and tire unit H or a driving unit for rotating the wheel and tire unit H may be further disposed in the housing 10-1. However, since the embodiment of the invention relates to a vehicle suspension device, the description thereof will be omitted here.

As described above, since the wheel base 10-2, to which the wheel and tire unit H is mounted, is disposed on the housing 10-1 to rotate as the positions of the driving wheels and the housing 10-1 are adjusted, the vehicle body 10 can control the vehicle in various positions.

Further, a shock absorber 40 is connected to the wheel main body 10 and the wheel moving unit 30 to absorb shock generated in response to the movement of the wheel main body 10 in the up-down direction. In this manner, shock absorber 40 reduces the amount of shock transmitted to body 60 during vehicle travel. Since the shock absorber 40 is connected to the wheel main body 10 and the wheel moving unit 30, the wheel main body 10 is disposed on the wheel moving unit 30 via the shock absorber 40.

Specifically, as shown in fig. 2 and 3, the wheel body 10 has a support 11 extending therefrom in the up-down direction. The shock absorber 40 may include brackets 41 rotatably mounted on the upper and lower supports 11 of the wheel body 10, respectively, and elastic members 42 disposed between the upper and lower brackets 41 and the wheel body 10, respectively, to absorb shock transmitted via the wheel body 10.

Specifically, when the support 11 aligned on a vertical line in the up-down direction extends upward and downward from the wheel main body 10, the wheel main body 10 can be connected to the shock absorber 40 via the support 11 and can rotate about the support 11, so that the wheel and tire unit H can rotate in the direction in which the vehicle turns. Thus, the support 11 may include an upper support 11a and a lower support 11 b.

The damper 40 includes a bracket 41, and the upper and lower support members 11 of the wheel body 10 are rotatably mounted on the bracket 41, respectively. The bracket 41 is connected to the vehicle body 60 via the wheel moving unit 30. The elastic member 42 is disposed between the bracket 41 and the wheel main body 10 such that the support 11 extends through the elastic member 42. According to this configuration, the shock transmitted via the wheel main body 10 is absorbed by the elastic member 42. Here, the elastic member 42 may be implemented as a spring.

In addition, seating portions 12 in which the elastic members 42 are seated may be provided on the top and bottom of the wheel body 10. According to this configuration, the upper support 11a of the wheel body 10 is rotatably connected to the upper bracket 41a, and the lower support 11b is rotatably connected to the lower bracket 41b, so that the wheel body 10 can be rotated in the lateral direction to change the angle of the wheel with the tire unit H. In addition, elastic members 42 are provided between the upper mount portion 12a and the upper bracket 41a and between the lower mount portion 12b and the lower bracket 41b, respectively. Therefore, the elastic member 42 absorbs the shock generated from the road surface, thereby reducing the amount of shock transmitted to the vehicle body 60.

The wheel main body 10, the steering drive unit 20, and the wheel moving unit 30 are connected via a damper 40 so as to cooperate with each other. This will be described in more detail later.

The steering drive unit 20 for steering the vehicle is disposed on the bracket 41 of the shock absorber 40. The steering driving unit 20 is connected to the support 11 to rotate the support 11 when a driving force is transmitted, thereby rotating the wheel body 10.

As shown in fig. 2 and 3, the steering driving unit 20 is disposed on the bracket 41 of the shock absorber 40 and connected to the support 11. In the case where the driving force is transmitted in response to the operation of the steering driving unit 20, the steering driving unit 20 rotates the wheel main body 10 to thereby steer the vehicle.

Here, the steering driving unit 20 is implemented as a motor to generate torque (or rotational force). The steering drive unit 20 is connected to the support 11 of the wheel body 10 by gear engagement. Therefore, the support 11 and the steering driving unit 20 engaged by the gears rotate with the torque of the motor transmitted. The steering driving unit 20 and the support 11 may be implemented as various torque transmission structures, such as a rack and pinion structure using a speed reducer or a gear engagement structure.

Specifically, the steering drive unit 20 may be disposed on the upper bracket 41a, and may be connected to the upper support 11a of the wheel main body 10 by gear engagement. In the case where the steering drive unit 20 is disposed on the lower bracket 41b, since the steering drive unit 20 is located near the road surface, the steering drive unit 20 may be contaminated and damaged by external factors. In addition, since foreign substances may be accumulated on a portion where the steering driving unit 20 and the support 11 are gear-engaged, an accurate operation may not be performed. Therefore, the steering driving unit 20 is disposed on the upper bracket 41a to be connected to the upper support 11a so as to minimize damage caused by external factors.

Further, a structure for changing the positions of the wheel and tire unit H will be described. As shown in fig. 1, the vehicle body 60 is provided with a plurality of guides 50, the plurality of guides 50 being spaced apart from each other in the up-down direction and extending in the front-rear direction. The wheel moving unit 30 may include a plurality of link connectors 31 disposed above and below the wheel main body 10. One end of each link connector 31 is rotatably connected to the corresponding guide 50, and the other end of each link connector 31 is rotatably connected to the corresponding bracket 41 of the shock absorber 40.

As described above, the wheel moving unit 30 includes the link connectors 31 each having one end rotatably connected to the corresponding guide 50 and the other end rotatably connected to the corresponding bracket 41 of the shock absorber 40. Therefore, the wheel main body 10 can be disposed on the vehicle body 60 via the link connector 31 of the wheel moving unit 30. Specifically, the plurality of link connectors 31 include an upper link connector 31 connected to the upper guide 50 and the upper bracket 41a and a lower link connector 31 connected to the lower guide 50 and the lower bracket 41 b. The length of each link connector 31 is variable. As described above, the wheel main body 10 can be arranged on the vehicle body 60 via the upper and lower link connectors 31(31a and 31 b). When the position of the wheel main body 10 is changed, the length of each link connector 31 may be changed to absorb the change in length. Therefore, the length difference in response to the change in the position of the wheel main body 10 can be absorbed, so that a smooth operational relationship can be obtained.

Here, each link connector 31 may include a cylinder 31-1 rotatably connected to the bracket 41 and a piston 31-2 capable of being retracted into and extended from the cylinder 31-1 and rotatably connected to the corresponding guide 50.

Specifically, each of the link connectors 31 is configured such that the length of the link connector 31 is increased when the piston 31-2 is extended from the cylinder 31-1, and the length of the link connector 31 is decreased when the piston 31-2 is retracted into the cylinder 31-1. In addition, since the cylinder 31-1 and the piston 31-2 are rotatably connected to the bracket 41 and the guide 50, a difference in length in response to a change in position of the wheel main body 10 is absorbed. The link connectors 31 may be implemented as hydraulic link connectors in which fluid is received in the cylinder 31-1, or as mechanical link connectors in which springs are disposed in the cylinder 31-1, respectively, thereby having a shock-absorbing function and a function of supporting the vehicle body 60.

In addition, as shown in fig. 1 and 4, the guides 50 are provided as a plurality of guides 50 located in front-rear positions above and below the vehicle body 60. The link connector 31 may be provided as a plurality of link connectors 31. Some of the plurality of link connectors 31 are connected to the upper guide 50 and the upper bracket 41 at the front-rear position above the vehicle body 60, and other of the plurality of link connectors 31 are connected to the lower guide 50 and the lower bracket 41 at the front-rear position below the vehicle body 60.

As described above, the guides 50 may include an upper front guide 50a, an upper rear guide 50b, a lower front guide 50c, and a lower rear guide 50 d. The link connector 31 may include an upper front link connector 31a connected to the upper front guide 50a and the upper bracket 41a, an upper rear link connector 31b connected to the upper rear guide 50b and the upper bracket 41a, a lower front link connector 31c connected to the lower front guide 50c and the lower bracket 41b, and a lower rear link connector 31d connected to the lower rear guide 50d and the lower bracket 41 b.

As described above, the link connectors 31 are provided at positions above and below the wheel main body 10, and the wheel main body 10 is connected to the guides 50 provided above and below the wheel main body 10 via the upper and lower link connectors 31. According to this configuration, the wheel main body 10 can be securely arranged on the vehicle body 60. In addition, since the position of the wheel main body 10 is changed in the front-rear direction and the up-down direction in response to a change in the position of the link connector 31 connected to the guide 50, the position of the vehicle can be controlled in an optimized manner under various driving conditions.

Further, as shown in fig. 4 and 5, each guide 50 may include: a guide rail 51 extending in the front-rear direction from the vehicle body 60; a link moving unit 52 connected to the guide rail 51 to move along the guide rail 51 in response to the rotation of the guide rail 51, and the link connector 31 is rotatably connected to the link moving unit 52; and a link driving unit 53 disposed on the vehicle body 60 and connected to the guide rail 51 to rotate the guide rail 51.

As described above, each guide 50 includes the guide rail 51, the link moving unit 52, and the link driving unit 53, the guide rail 51 is a screw extending in the front-rear direction of the vehicle body 60, and the link moving unit 52 is threadably engaged with the guide rail 51 to move along the guide rail 51 when the guide rail 51 rotates. Here, the guide rail 51 is rotated by a link driving unit 53 disposed on the vehicle body 60. Further, the link moving unit 52 may have a through hole 52a through which the guide rail 51 extends and a ball bearing connector 52b connected to the corresponding link connector 31. In addition, a ball 32 is provided on the link connector 31 to insert the ball 32 into the ball bearing connector 52b, so that the link connector 31 is rotatably connected to the link moving unit 52.

The guide rail 51, the link moving unit 52, and the link driving unit 53 as described above are provided at each of the front and rear positions above and below the vehicle body 60 so that the angle and length of the upper and lower link connectors 31 connected to the wheel main body 10 can be changed according to the position of the link moving unit 52 provided in the front and rear positions above and below the vehicle body 60, thereby changing the position of the wheel main body 10.

Here, since the guides 50 are disposed at the front and rear positions above and below the vehicle body 60, the guide rails 51 are disposed at the front and rear positions, respectively. The front rails 51a may be rotatably connected to the rear rails 51b via bearings 61 arranged on the vehicle body 60, respectively.

As shown in fig. 4, since the guide rail 51 is disposed at the front and rear positions, the front and rear positions of the link connector 31 connected to the front guide rail 51a via the link moving unit 52 and the front and rear positions of the link connector 31 connected to the rear guide rail 51b via the link moving unit 52 may be changed.

Specifically, when the link moving unit 52 provided in the front rail 51a and the link moving unit 52 disposed in the rear rail 51b are driven to move away from each other by the link driving unit 53, the angle between the link connectors 31 connected to the link moving unit 52 increases. In contrast, when the link moving unit 52 provided in the front rail 51a and the link moving unit 52 provided in the rear rail 51b are driven to move toward each other by the link driving unit 53, the angle between the link connectors 31 connected to the link moving unit 52 decreases. In this way, the angles of the upper link connector 31 and the lower link connector 31 are changed according to the positions of the movement of the link moving unit 52 disposed in the upper front-rear position and the lower front-rear position, so that the position of the wheel main body 10 is changed, thereby changing the position of the vehicle.

Further, the front rail 51a and the rear rail 51b are connected to and supported by a bearing 61 disposed on the vehicle body 60, so that the strength thereof can be improved. Since the front rail 51a and the rear rail 51b are rotatably connected via the bearing 61, the size of the entire package can be reduced.

In addition, the wheel main body 10, the steering driving unit 20, and the wheel moving unit 30 may be provided on each of the front and rear wheels of the vehicle body 60. The steering driving unit 20 and the wheel moving unit 30 may be separately controlled. Therefore, as shown in fig. 6, the positions of the wheel and tire unit H provided on the front and rear wheels of the vehicle body 60 can be adjusted independently of each other, so that various driving characteristics can be provided according to various driving conditions.

In the vehicle suspension device according to the embodiment of the invention as described above, the positions of the wheel and the tire unit H each including the wheel main body 10 can be changed as follows.

Specifically, as shown in fig. 1, at an initial stage, none of the link driving units 53 of the vehicle body 60 is operated, and the positions of the upper front link connector 31a, the upper rear link connector 31b, the lower front link connector 31c, and the lower rear link connector 31d are maintained, so that the wheel main body 10 is maintained at the initial position.

Further, as shown in fig. 7 and 8, when the position of the vehicle is controlled upward or downward, the upper front link connector 31a connected to the upper front guide 50a, the upper rear link connector 31b connected to the upper rear guide 50b, the lower front link connector 31c connected to the lower front guide 50c, and the lower rear link connector 31d connected to the lower rear guide 50d are adjusted such that the angle and length of the link connector 31 are changed in cooperation with the position of the link moving unit 52, thereby changing the position of the wheel main body 10.

Accordingly, as shown in fig. 7, the wheel body 10 can be moved downward and rearward. As shown in fig. 8, the wheel body 10 can be moved upward and forward. The position of the wheel main body 10 can be changed by changing the angle and length of the link connector 31 in response to the adjustment of the position of the link moving unit 52, thereby optimizing the position of the wheel main body 10 to be suitable for the driving conditions of the vehicle.

In the vehicle suspension device having the above-described structure, the wheel and the tire unit H can be driven independently of each other, and the positions of the wheel and the tire unit H can be individually changed, so that the positions of the wheel and the tire unit H can be controlled in an optimized manner according to various driving conditions of the vehicle. In addition, since the wheel and tire unit H is disposed on the vehicle body using the link connection structure, structural strength can be obtained.

Although exemplary embodiments of the present invention have been described for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims.