KR100599290B1 - multi link rear suspension - Google Patents

Abstract

The present invention relates to a multi-link rear suspension, wherein the knuckle (2) coupled to the disk to exist in the inner space of the rear wheel (1), and both ends are coupled to the vehicle body side in the state of being disposed in the vehicle width direction, the rigidity of the underbody And an upper arm which is coupled to the upper end of the knuckle 2 and the other end is fixed to the rear frame 3 so as to be located in the inner space of the rear wheel 1. (4) and one end is disposed in parallel to the lower side of the upper arm (4) is located in the inner space of the rear wheel (1) is coupled to the lower end of the knuckle (2) and the other end is the reservoir frame (3) A lower arm 5 fixedly coupled to a bottom surface of the lower arm; and a stabilizer 6 having both ends coupled to the knuckle 2 side while being disposed in a vehicle width direction such as the rear frame 3; and the rear frame 3; Once placed toward the front of the car body An assist arm 7 coupled to the knuckle 2 and the other end coupled to one side of the rear frame 3 and one end of the assist arm 7 is disposed to face the front and rear directions of the vehicle body at a lower portion of the assist arm 7. The coil is coupled to the knuckle 2 and the other end is coupled to the trailing arm 8 coupled to the vehicle body side and a seating groove 5a formed on the lower arm 5, and the upper end is coupled to the vehicle body side. The lower end in the state which is arrange | positioned so that it may have a predetermined offset angle (theta) 1 with respect to the center line CL1 which penetrates the center C of the rear wheel 1 in the direction perpendicular | vertical with respect to the road surface R and the road surface R may be carried out. Inserted into the space between the lower arm (5) and the assist arm (7) is coupled to the knuckle (2) and the upper end is composed of a shock absorber (10) coupled to the vehicle body side, the space of the trunk room is greatly increased And the transmission of vibration and noise to the vehicle body is minimized. It is able to contribute to the reduction of noise and improvement of ride comfort, as well as to the to ensure stable than the same sex and turning properties.

Description

Multi link rear suspension

1 is a perspective view showing a multi-link rear suspension according to the present invention;

2 is a perspective view of a state in which the rear subframe is removed from FIG. 1;

3 is a plan view of FIG.

4 is a front view of a rear wheel for explaining the mounting state of the quick absorber in the multi-link rear suspension according to the present invention;

5 is a rear view of FIG. 1 as viewed from the rear of the vehicle body;

6 is a plan view for explaining a state in which the side member is straightened by the rear suspension according to the present invention;

7 is a conceptual diagram illustrating a state in which toe phenomenon occurs in the rear wheel during braking while driving;

8 is a conceptual diagram illustrating a state in which toe phenomenon occurs in the turning paddle wheel during turning driving.

<Description of Symbols for Main Parts of Drawings>

1-rear wheel 2-knuckle

3-Rear Frame 4-Upper Arm

5-Lower Arm 6-Stabilizer

7-assist arm 8-trailing arm

9-coil spring 10-shock absorber

The present invention relates to a multilink rear suspension.

In general, a suspension of a vehicle is a device that prevents damage to a vehicle body or a load and improves ride comfort by preventing vibration or shock received from a road surface from being directly transmitted to the vehicle body when the vehicle is connected by connecting the axle and the vehicle body.

Such suspensions are largely classified into front suspensions and rear suspensions, and among them, a multi-link rear suspension that uses three to five links to determine the position of the axle may be applied depending on the vehicle type. .

The multi-link rear suspension as described above optimizes the change in alignment when the suspension is moved up and down in a state in which force is applied to the front, rear, left, and right sides due to the arrangement of the link to secure balanced steering. The modified form is mainly used.

On the other hand, in the multi-link rear suspension device, the upper arm corresponding to the component is generally mounted directly on the rear wheel house panel, so that the space of the trunk room is invaded by the upper arm and thus has a narrow space. Since vibration is transmitted directly to the vehicle body through the upper arm, indoor noise is increased and ride comfort tends to be deteriorated.

Therefore, in recent years, studies are being actively conducted to increase the space of the trunk room and to reduce the indoor noise and improve the riding comfort in a vehicle to which the multi-link rear suspension system is applied.

Accordingly, an object of the present invention is to provide a multi-link rear suspension having a more efficient structure to increase the space of a trunk room and at the same time reduce the noise of the room and improve the riding comfort.

Rear suspension device of the present invention for achieving the above object, the knuckle is coupled to the disk to exist in the inner space of the rear wheel, both ends are coupled to the vehicle body side through the bush in the state of being disposed in the vehicle width direction underbody A rear frame for enhancing rigidity, an upper end of which is located in the inner space of the rear wheel and is coupled to the upper end of the knuckle through a ball joint, and the other end of which is fixed to the rear frame by means of a bush; It is disposed parallel to the lower side of the upper arm and one end is located in the inner space of the rear wheel coupled to the lower end of the knuckle through the bush and the other end is fixed to the bottom of the rear frame frame via the lower arm and And a stabilizer having both ends coupled to the knuckle side while being disposed in a vehicle width direction such as the rear frame. An assist arm is disposed toward the front of the vehicle body in the subframe and is coupled to the knuckle and the other end is coupled to one side of the rear frame, and is disposed so as to face the front and rear direction of the vehicle body at the bottom of the assist arm. A trailing arm coupled to the knuckle and the other end coupled to the vehicle body side, a coil spring having a lower end inserted into and fixed to a seating groove formed on the lower arm, and the upper end coupled to the vehicle body side in a vertical direction, and perpendicular to the road surface. The shock absorber is inserted into the space between the lower arm and the assist arm in a state arranged to have a predetermined offset angle with respect to the center line passing through the center of the rear wheel in the direction and engaged with the knuckle and the upper end coupled to the vehicle body side. Characterized in that provided.

DETAILED DESCRIPTION Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a perspective view showing a multi-link rear suspension device according to the present invention, Figure 2 is a perspective view of the rear frame is removed in Figure 1;

Multi-link rear suspension according to the present invention, as shown in Figures 1 to 5 knuckle (2), revolve frame (3), upper arm (4), lower arm (5), stabilizer (6), The assist arm 7, the trailing arm 8, the coil spring 9, and the shock absorber 10 are comprised.

Here, the knuckle 2 is coupled to one side of the disk to exist in the inner space of the rear wheel (1).

In addition, the rear frame 3 serves to enhance rigidity of the underbody by being coupled to the vehicle body side through the bush or directly coupled to the vehicle body side in a state in which the rear frame 3 is disposed in the vehicle width direction.

One end of the upper arm 4 is located in the inner space of the rear wheel 1 and is coupled to the upper end of the knuckle 2 through a ball joint, and the other end of the upper arm 4 is disposed on the reverse frame 3. It is fixedly coupled through the bush.

The lower arm 5 is disposed to be parallel to the lower side of the upper arm 4, and one end thereof is positioned in the inner space of the rear wheel 1 to be coupled to the lower end of the knuckle 2 via a bush, and to the opposite side. The other end of is fixedly coupled to the bottom of the rear frame frame 3 through the bush.

The stabilizer 6 is disposed in the vehicle width direction parallel to the rear frame 3 on one side of the rear frame 3 facing the rear of the vehicle body, both ends of which are bushed on the knuckle 2 side. It is combined by means of.

The assist arm 7 is disposed in front of the vehicle body in the rear frame 3, one end of which is coupled to the knuckle 2 via a bush, and the other end of the assist frame 7 is one of the rear frame 3. The side is joined via a bush.

The trailing arm 8 is disposed to face the front and rear direction of the vehicle body at the lower portion of the assist arm 7, one end of which is coupled to the knuckle 2 via a bush, and the other end of the opposite side is bushed to the vehicle body side. It is combined by means of.

The coil spring 9 is inserted into and fixed to a seating groove 5a formed on the lower arm 5, and an upper end of the coil spring 9 is coupled to the vehicle body side through a spring seat 9a.

Finally, the shock absorber 10 is arranged to have a predetermined offset angle θ1 with respect to the centerline CL1 passing through the center C of the rear wheel 1 in a direction perpendicular to the road surface R. In the state, the lower end is inserted into the space between the lower arm 5 and the assist arm 7 to engage with the knuckle 2, and the upper end of the opposite side is coupled to the vehicle body side.

In this case, the upper arm 4 has an end coupled to the rear frame 3 branched into the front end 4a and the rear end 4b, and each end is coupled to the rear frame 3 through the bush. You lose.

The shock absorber 10 is provided to have an offset angle θ1 inclined toward the front of the vehicle body.

The length L4 connecting the centers of both ends of the lower arm 5 in a straight line is longer than the length L5 connecting the centers of both ends of the assist arm 7 in a straight line.

In addition, the lower arm 5 has a center line in which the position of the other end coupled with the bottom surface of the rear frame 3 is laterally connected to the center of the rear wheel 1 than the position of one end coupled with the knuckle 2 ( It is mounted as it is further moved toward the rear of the vehicle body with respect to CL3).

In this case, a predetermined offset angle θ2 is formed between the center line CL3 and the length L4 connecting both ends of the lower arm 5 in a straight line.

In addition, the assist arm 7 has a center line in which the position of the other end coupled to one side of the rear frame 3 is laterally connected to the center of the rear wheel 1 than the position of one end coupled to the knuckle 2. It is mounted as the state moved further toward the front of the vehicle body with respect to CL3.

In this case, a predetermined offset angle θ3 is formed between the center line CL3 and the length L5 connecting both ends of the assist arm 7 in a straight line.

On the other hand, the lower arm 5 is provided such that the offset angle θ2 with respect to the center line CL3 has an angle larger than the offset angle θ3 of the assist arm 7.

Therefore, in the multi-link rear suspension device according to the present invention, its size is greatly reduced so that the knuckle 2 is located in the inner space of the rear wheel 1, and the upper arm 4 is disposed downward so that one end thereof is the knuckle 2. And the shock absorber 10 has a lower end thereof inserted into the space between the lower arm 5 and the assist arm 7 to be combined with the knuckle 2, thereby forming a space of the trunk room. The wheel house panel 21 can move downward as much as the shock absorber 10 is moved as shown in FIG.

Accordingly, when the multi-link rear suspension system of the present invention is applied to a vehicle, there is an advantage that the space of the trunk room can be greatly increased compared to the existing one.

In addition, since the present invention has a structure in which one end of the upper arm 4 is branched into the front end 4a and the rear end 4b, vibrations and shocks transmitted from the road surface are applied to the front end 4a and the rear end ( 4b) has a dispersing effect.

As such, the dispersion effect of vibration and shock can prevent a phenomenon in which stress is concentrated on a predetermined portion of the upper arm 4, and thus the upper arm 4 has an effect of increasing durability.

In addition, the upper arm 4 of the present invention is not directly connected to the vehicle body as in the prior art, but is coupled to the rear frame 3, so that the vibration and impact of the road surface transmitted to the upper arm 4 may be prevented. The insulation is greatly insulated in the process of passing through the subframe 3, thereby minimizing the transmission to the vehicle body, thereby greatly contributing to the reduction of the indoor noise and the improvement of the riding comfort.

In addition, the present invention can minimize the offset angle (θ1) of the shock absorber 10, it is possible to improve the responsiveness when the external force is transmitted from the road surface, thereby increasing the damping performance By doing so, the riding comfort of the vehicle is greatly improved.

In addition, according to the present invention, the coil spring 9 and the shock absorber 10 are distributed and installed, so that the external force transmitted from the road surface can also be dispersed through the coil spring 9 and the shock absorber 10, and Accordingly, transmission to the vehicle body is minimized, thereby improving the riding comfort.

In addition, in the present invention, the upper arm 4 is disposed downward, and the coil spring 9 and the shock absorber 10 are distributed and installed so that the shape of the side member 23 can be straightened as shown in FIG. 6. .

Accordingly, in the event of a rearward collision, the absorbing power of the impact energy is increased by the straightened side member 23, so that the passenger's safety can be more effectively protected.

In addition, the rear suspension of the present invention has the advantage that a slight toe-in phenomenon occurs in the rear wheel 1 during braking, thereby ensuring the qualitative time.

That is, during braking, the external force F is generated in the rear wheel 1 as shown in FIG. 7.

At this time, the lower arm 5 has a force to be rotated counterclockwise along the trajectory T1 around the coupling point A with the rear frame 3, and the assist arm 7 is the rear frame. It has a force to rotate counterclockwise along the trajectory T2 around the coupling point B with (3).

Accordingly, the coupling point C between the lower arm 5 and the knuckle 2 is moved into the inside of the rear wheel 1 by the trajectory T1, and the assist arm 7 and the knuckle ( The coupling point D with 2) moves outward of the rear wheel 1 by the trajectory T2.

Therefore, a toe-in phenomenon in which the rear wheel 1 receives an external force F during braking is narrowed in front of the rear wheel 1, and the vehicle is able to secure stable braking through such toe-in phenomenon. Will be.

In addition, the rear suspension of the present invention tunes the rigidity of the bush coupled to the assist arm 7 rather than the rigidity of the bush coupled to the lower arm 5 during the lateral action, and is shown in FIG. As described above, toe-in phenomenon occurs.

As such, the toe phenomenon causes the turning paddle to have an understeer characteristic, so that the vehicle in turn can secure more stable turning ability.

As described above, the rear suspension device according to the present invention greatly increases the space of the trunk room, minimizes the transmission of vibration and noise toward the vehicle body, thereby contributing to the reduction of indoor noise and the improvement of ride comfort. It is effective to ensure stable braking and turning.

Claims (7)

A knuckle 2 coupled to the disk so as to exist in the inner space of the rear wheel 1, Reservoir frame (3) that both ends are coupled to the vehicle body side in the state of being disposed in the vehicle width direction to promote the rigidity of the underbody, An upper arm 4 having one end coupled to an upper end of the rear wheel 1 and coupled to an upper end of the knuckle 2, and the other end fixedly coupled to the rear frame 3; It is disposed parallel to the lower side of the upper arm (4), one end is located in the inner space of the rear wheel (1) is coupled to the lower end of the knuckle (2) and the other end is fixedly coupled to the bottom surface of the rear frame (3) Lower arm (5) becoming, Stabilizer 6, which is disposed in the vehicle width direction, such as the rear frame 3, both ends are coupled to the knuckle (2) side, An assist arm 7 disposed in the rear frame 3 toward the front of the vehicle body and having one end coupled to the knuckle 2 and the other end coupled to one side of the rear frame 3; A trailing arm 8 disposed at the lower portion of the assist arm 7 so as to face the front and rear direction of the vehicle body and having one end coupled to the knuckle 2 and the other end coupled to the vehicle body side; A coil spring 9 having a lower end inserted into and fixed to a seating groove 5a formed on the lower arm 5 and coupled to the vehicle body side; The lower arm 5 is disposed at a lower end in a state in which it has a predetermined offset angle θ with respect to the center line CL1 penetrating the center C of the rear wheel 1 in a direction perpendicular to the road surface R. A shock absorber (10) inserted into the space between the assist arm (7) and coupled to the knuckle (2) and coupled to the vehicle body side; The upper arm 4 has an end coupled to the rear frame 3 branched into the front end 4a and the rear end 4b, and each end is coupled to the rear frame 3 via a bush; The shock absorber (10) is installed to have an offset angle (θ) inclined toward the front of the vehicle body; The lower arm 5 has a center line CL3 in which the position of the other end coupled with the bottom surface of the rear frame 3 is laterally connected to the center of the rear wheel 1 than the position of one end coupled with the knuckle 2. Mounted as moved further toward the rear of the vehicle body relative to the vehicle; The assist arm 7 has a center line CL3 in which the position of the other end coupled to one side of the rear frame 3 is laterally connected to the center of the rear wheel 1 than the position of one end coupled with the knuckle 2. Multi-link rear suspension characterized in that the mounting is further moved toward the front of the vehicle body with respect to). delete delete The method of claim 1, wherein the length (L4) of connecting the centers of both ends of the lower arm in a straight line is formed longer than the length (L5) of connecting the centers of both ends of the assist arm (7) in a straight line Multi-link rear suspension. delete delete The lower arm 5 and the assist arm 7 are installed to have offset angles θ2 and θ3 with respect to the center line CL3, respectively. θ2) is installed so as to have an angle larger than the offset angle θ3 of the assist arm (7).

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