KR101294068B1 - Active geometry control suspension system - Google Patents

Abstract

An active control suspension device is disclosed. An active control suspension apparatus according to an embodiment of the present invention includes an assist link configured between a knuckle and a subframe on a rear wheel side and connected between the knuckle and a vehicle side connection portion to actively control a vehicle body posture, and the subframe. A housing portion formed at each side, a guide portion configured at both sides of the housing portion to guide the bush of the assist link along a predetermined trajectory, a driving portion configured at one side of the housing portion to provide a rotational driving force, and the assist link. In the active control suspension comprising a power transmission unit for transmitting the rotational force of the drive unit with a linear force through the lever arms connected to both sides of the bush,
The guide part forms a guide hole of a predetermined trajectory on a cross section, and guide rails fixed to both side surfaces of the housing part; A cam guider which forms a screw at the center of the cross section and is guided along each of the guide rails; And a cam bolt inserted between the cam guiders via the bush and the lever arm to assemble the cam guider, the assist link, and the lever arm.

Description

ACTIVE GEOMETRY CONTROL SUSPENSION SYSTEM

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension of a vehicle, and more particularly, an active control suspension device (AGCS, Active), which improves turning stability during high-speed turning by increasing the toe-in of the rear wheel during bumping of the vehicle. Geometry Control Suspension System).

Recently, the Active Geometry Controlled Suspension System (AGCS), which is applied to the rear suspension, is a device for improving the handling performance by improving the grip of the rear wheels by varying the geometry of the rear suspension during high-speed turning of the vehicle.

The active control suspension device has a tendency to oversteer during a rapid turning of the vehicle, and thus, when steering stability is low, in order to solve this problem, when driving at a high speed turning or sharp turning, the turning rear wheel is led to Toe-In. It will improve the steering stability of the vehicle.

The active control suspension device for this purpose is an actuator that operates according to an electrical signal that is detected and output during high-speed turning or rapid turning of the vehicle, an operating unit for efficiently transmitting the driving force of the actuator, and an operating mechanism of the operating unit. It is composed of an assist link for receiving the driving force of the actuator to control the toe angle of the rear wheel.

The active control suspension detects the driving condition of the vehicle and drives the actuator according to the control logic mounted in the electronic control unit (ECU). Accordingly, the active control suspension moves down the vehicle-side node of the assist link to tow the turning rear wheel. Increasing the value of phosphorus improves the turning stability of the vehicle in the high-speed turning driving situation of the vehicle to implement a stable vehicle running performance.

However, in the conventional active control suspension device, a large load of frictional force is generated in the moving part due to the relative difference between the direction of the force acting on the assist link and the direction of the driving force of the actuator during the high speed turning or sharp turning of the vehicle. The frictional force in the interior requires a larger driving force, which in turn causes problems such as enlarging the system, weight, cost, and efficiency.

According to an embodiment of the present invention, an active control suspension device which minimizes the influence of frictional force in the operating unit generated when the assist link is changed in accordance with the change of attitude of the vehicle, thereby efficiently transmitting the driving force of the actuator, thereby increasing the operating efficiency. To provide.

In addition, an embodiment of the present invention is to provide an active control suspension device to minimize the operating torque of the actuator by preventing the load transmitted through the assist link directly to the drive source, thereby miniaturizing the system.

In one or more embodiments of the present invention, an assist link configured between the knuckle and the subframe on the rear wheel side and connected between the knuckle and the vehicle side connection portion to actively control the attitude of the vehicle body and a housing formed on the subframe And a guide part configured on both sides of the housing part to guide the bush of the assist link along a predetermined trajectory, a drive part configured on one side of the housing part to provide a rotational driving force, and both sides of the bush of the assist link. In the active control suspension comprising a power transmission unit for transmitting the rotational force of the drive unit to the linear force through a lever arm connected, the guide portion forms a guide hole of a predetermined trajectory on the cross-section, and supports up and down in both sides of the guide hole The surface and the left and right supporting surfaces connected thereto are integrally formed Each guide is secured to both side parts of the housing the rails; A cam guider which forms a screw at the center of the cross section, and constitutes rolling means on both sides of the screw based on the upper and lower supporting surfaces and the left and right supporting surfaces of the respective guide rails; And a cam bolt inserted between the cam guiders through the screw and the arm of the assist link to assemble the cam guider, the assist link, and the lever arm. It is possible to provide an active control suspension device.

In addition, the predetermined trajectory may be a trajectory in the arc direction having the knuckle side connection point of the assist link as the center of rotation.

In addition, the screw may be formed in a slot shape.

In addition, the up and down support surface and the left and right support surface may be formed in a curve along each curvature of both sides of the guide rail.

In addition, the cam guider may be formed in a curved surface along the curvature of both sides of the outer side of the guide rail.

In addition, the rolling means includes a plurality of vertical rollers rotatably installed on both sides of the inner surface of the cam guider corresponding to the vertical support surface of the guide rail; And left and right rollers rotatably installed at respective corner portions of the cam guider in response to the left and right supporting surfaces of the guide rail.

In addition, the plurality of vertical rollers may be arranged in a horizontal type in the first roller groove formed on both inner surfaces of the cam guider.

In addition, the left and right rollers may be disposed vertically in the second roller groove formed in a horizontal form on each corner portion of the cam guider.

In addition, the up-down roller and the left-right roller may be made of a roller bearing which is installed by pressing a roller pin in the center in a state arranged in each roller groove.

The embodiment of the present invention separates the lateral force transmitted through the assist link in the horizontal direction and the vertical direction to absorb the horizontal force occupying most of the lateral force at the contact surface between the cam guider and the guide rail, and only the remaining vertical force is the lever arm. By transmitting to the vehicle, it has a robust structure that minimizes the influence of the load transmitted from the assist link as the vehicle attitude changes.

In addition, the load transmitted through the assist link is not directly transmitted to the motor, which is the driving source, thereby minimizing the operating torque of the actuator and enabling a compact configuration.

In addition, the driving torque of the motor can be reduced by using the lever ratio of the lever arm, and the slot-shaped connecting hole and the fork of the lever arm are used to change the attitude of the assist link at the time of operation of the vehicle or the device. It is possible to achieve a stable system by removing the influence.

In addition, the rolling means on the cam guider is dualized by the up-down roller and the left-right roller so as to be supported on the up-down support surface and the left-right support surface on the guide rail, respectively, so that the load in the up-down direction and the left-right direction transmitted from the outside for each load I can support it stably.

In addition, since the roller bearings are arranged in a curve along both side curvatures of the guide rails, friction may be minimized while curved sliding occurs.

1 is a perspective view of an active control suspension device according to an embodiment of the present invention.
2 is a side perspective view of an active control suspension device according to an embodiment of the present invention.
3 is a front internal perspective view of an active control suspension device according to an embodiment of the present invention.
4 is an exploded perspective view of an active control suspension device according to an embodiment of the present invention.
5 is a perspective view of a guide rail applied to an active control suspension device according to an embodiment of the present invention.
6 is a perspective view of a cam guider applied to an active control suspension device according to an embodiment of the present invention.
7 is an assembled cross-sectional view of part I of FIG. 6 of a guide rail and a cam guider applied to an active control suspension device according to an exemplary embodiment of the present invention.
FIG. 8 is an assembled cross-sectional view of part II of FIG. 6 of a guide rail and a cam guider applied to an active control suspension device according to an exemplary embodiment of the present invention.
9 is an operation state diagram for each driving condition of the vehicle of the active control suspension apparatus according to an embodiment of the present invention.
10 is a view for explaining the lever ratio of the lever arm applied to the active control suspension device according to an embodiment of the present invention.

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

In order to clearly illustrate the embodiments of the present invention, parts not related to the description are omitted, and the same or similar components are denoted by the same reference numerals throughout the entire specification.

In the following description, the names of the components are denoted by the first, second, etc. in order to distinguish them from each other because the names of the components are the same and are not necessarily limited to the order.

1 is a perspective view of an active control suspension device according to an embodiment of the present invention.

Referring to FIG. 1, an active control suspension apparatus according to an exemplary embodiment of the present invention is an example applied to a rear wheel suspension of a multilink type.

That is, the rear arm suspension of the multi-link type is provided with the lower arm 5 in the lower part between the rear wheel W side knuckle 1 and the subframe 3.

In addition, an upper arm 7 is connected to the upper one side between the knuckle 1 and the subframe 3, and a vehicle body of the assist link 11 is located at the upper other side between the knuckle 1 and the subframe 3. An active control suspension device 10 according to an embodiment of the present invention for varying side nodes P is configured.

A detailed configuration of the active control suspension device 10 will be described below with reference to FIGS. 2 to 4.

2 is a side perspective view of an active control suspension device according to an embodiment of the present invention, Figure 3 is a front internal perspective view of an active control suspension device according to an embodiment of the present invention, Figure 4 is an active according to an embodiment of the present invention An exploded perspective view of the control suspension device.

Referring to FIG. 2, the active control suspension device 10 according to an embodiment of the present invention includes an assist link 11, a housing part 13, a guide part 15, a driving part 17, and a power transmission part 19. It consists of.

3 to 4, one end of the assist link 11 is connected to the knuckle 1 through the ball joint BJ, and the other end of the bush 21 is integrally formed.

As shown in FIG. 2, the housing part 13 includes a part of the sub-frame 3, and a pair of hinge holes 23 are formed at the outer end thereof.

The configuration of the guide unit 15, the driving unit 17, and the power transmission unit 19 will be described below with reference to FIGS. 3 to 4.

The guide part 15 includes guide rails 25, cam guiders 27, and cam bolts 33 on both side surfaces of the housing part 13.

The guide rails 25 are installed at both side surfaces of the housing part 13, and the cam guiders 27 are installed to slide with respect to the guide rails 25 so that the bush 21 of the assist link 11 is provided. To guide along a certain trajectory (G).

That is, the guide rail 25 is formed by welding or bolting to both side surfaces of the housing part 13 by forming guide holes 29 of a predetermined trajectory G on the cross section.

The guide rail 25 integrally forms an up and down support surface F1 and a left and right support surface F2 connected thereto on both sides of the guide hole 29.

In the above description, the constant trajectory G is ideally formed as a trajectory in the arc direction in which the connection point CP of the knuckle 1 side of the assist link 11 is the center of rotation.

In addition, the cam guider 27 has a bolt hole 31 formed at the center of the cross section and is disposed to slide along each guide rail 25 so that the cam bolt 33 and the cam are fastened to both sides of the bush 21. It is assembled through the nut 33a.

In other words, the cam bolt 33 is interposed between the cam guiders 27 between the two lever arms 35 formed in the power transmission unit 19 and the bush 21 of the assist link 11. The cam guider 27, the lever arm 35, and the bush 21 are assembled together with the cam nut 33a by being inserted through the bolt hole 31.

Here, the cam guider 27 has a bolt hole 31 formed in the center of the cross section to form a slot to accommodate the front and rear movement of the cam bolt 33, and are disposed outside the guide rail 25, respectively.

On the other hand, the drive unit 17 is installed in the vertical direction inside the housing unit 13 to provide a rotational driving force.

This drive unit 17 is composed of a motor 39 having a reduction unit 37 provided inside the upper portion of the housing portion 13, and a screw shaft 41 consisting of a rotating shaft of the motor 39.

That is, the motor 39 is installed on one side of the upper portion in the inner direction of the housing portion 13 to arrange the screw shaft 41 in the vertical direction inside the housing portion 13.

Here, the motor 39 may be configured as a step motor capable of controlling the rotational direction and the rotational speed, but is not limited thereto. If the motor 39 is a driving source capable of controlling the accurate rotational speed and the rotational direction and providing the required rotational torque, the motor 39 may be applied. This is possible.

And the power transmission unit 19 is composed of a guide rod 43, the slider 47, the lever arm 35 to assist the through the guide portion 15 by switching the linear force of the rotational force of the drive unit 17 To the link 11.

That is, the guide rods 43 are installed in pairs between the inner lower part of the housing part 13 and the speed reduction part 37 of the motor 39.

Here, the pair of guide rods 43 are installed at each upper end of the pair of guide rods 45 to maintain a predetermined interval through the auxiliary bracket 45, and parallel to the screw shaft 41 of the driving unit 17. Is placed.

The slider 47 is installed to be guided in the vertical direction along the pair of guide rods 43, and the slider 47 forms a screw hole 49 at the center thereof to form a screw shaft ( 41).

Here, the slider 47 has two guide holes (not shown) adjacent to each other in the vertical direction so as to be fitted to the pair of guide rods 43.

In addition, one end of the lever arm 35 is connected to each of the hinge holes 23 through the hinge pins 51 at both inner sides of the housing part 13.

That is, one end of the lever arm 35 is hinged to each hinge hole 23 through a hinge pin 51, and the other end is connected to both sides of the slider 47.

The lever arm 35 has a slot-shaped connecting hole 53 formed at the center thereof, and as mentioned above, the bush of the assist link 11 through the cam bolt 33 together with the cam guider 27 is formed. 21) It is assembled on both sides.

Here, the connection structure between the slider 47 and the lever arm 35 is formed with fork pins 55 on both sides of the slider 47, and the other end of the lever arm 35 is a fork 57. And a fork 57 of the lever arm 35 is inserted into the fork pin 55 of the slider 47.

The power transmission unit 19 has a lever arm 35 connected to both sides of the bush 21 of the assist link 11 to form a fixed hinge point H in each hinge hole 23 of the housing part 13. In one state, the slider 47 is moved by the slider 47 moving along the screw shaft 41 of the driving unit 17 to guide the cam force through the cam guider 27, thereby transmitting the rotational force of the motor 39 to the bush 21. Pass in a linear force.

In the configuration of the active control suspension device 10 according to the embodiment of the present invention, in particular, the configuration of the guide rail 25 and the cam guider 27 constituting the guide portion 15 in accordance with the vehicle behavior assist link By supporting the load transmitted to the lever arm 35 through the (11) with a low friction contact structure it is possible to minimize the required torque of the motor (39).

The structure of the guide rail 25 and the cam guider 27 for this purpose will be described in detail with reference to FIGS. 5 and 6.

FIG. 5 is a perspective view of a guide rail applied to an active control suspension device according to an embodiment of the present invention, and FIG. 6 is a perspective view of a cam guider applied to an active control suspension device according to an embodiment of the present invention.

Referring to FIG. 5, the guide rail 25 integrally forms an up and down support surface F1 and a left and right support surface F2 connected to both side surfaces of the guide hole 29.

Here, the vertical support surface (F1) and the horizontal support surface (F2) is formed in a curve along the curvature (R1, R2) of each side of the guide rail 25.

That is, each of the curvatures R1 and R2 is set as the guide rails 29 are curved at both sides thereof along the predetermined trajectory G.

Referring to FIG. 6, the cam guiders 27 are formed to have curved surfaces along curvatures R1 and R2 of the left and right support surfaces F2 of the guide rail 25, respectively, and at both sides thereof. Cloud means 60 is configured on both sides with reference to (31).

The rolling means 60 is composed of an upward direction roller 61 and the left and right direction roller 63.

Three up and down rollers 61 are rotatably installed on both sides of the inner surface of the cam guider 27 to correspond to the up and down support surface F1 of the guide rail 25.

The left and right rollers 63 are rotatably installed at each corner portion of the cam guider 27 corresponding to the left and right support surfaces F2 of the guide rail 25.

Here, the up and down rollers 61 are arranged horizontally in the first roller groove 65 formed on both inner surfaces of the cam guider 27.

In addition, the left and right rollers 63 are arranged vertically one by one in the second roller grooves 67 formed in a horizontal shape at each corner portion of the cam guider 27.

The up-down roller 61 and the left-right roller 63 are roller bearings which are installed by pressing the roller pin 69 in the center in the state of being disposed in the first and second roller grooves 65 and 67, respectively. Can be done.

7 is an assembled cross-sectional view of part I of FIG. 6 of a guide rail and a cam guider applied to an active control suspension device according to an embodiment of the present invention, and FIG. 8 is applied to an active control suspension device according to an embodiment of the present invention. Fig. 6 is an assembled sectional view of part II of the guide rail and the cam guider.

Referring to FIG. 7, the cam guider 27 slides up and down while the up-and-down roller 61 of the cam guider 27 is in contact with the up-and-down support surface F1 of the guide rail 25. It firmly supports the up and down load according to the behavior of.

In addition, referring to FIG. 8, the left and right rollers 63 of the cam guider 27 are transmitted by the lateral force acting on the vehicle body while being in contact with the inner surface of the left and right support surfaces F2 of the guide rail 25. Strongly supports the load in the right and left directions.

Thus, in the embodiment of the present invention by dualizing the rolling means 60 on the cam guider 27 with respect to the guide rail by the up-down roller 61 and the left-right roller 63, The load in the left and right directions transmitted by the lateral force can be effectively absorbed.

And the vertical roller 61 is arranged in a curved form along the side of the cam guider 27, it is possible to minimize the friction while the curved sliding is made.

Therefore, the operation of the active control suspension device 10 having the configuration as described above will be described below with reference to FIG.

9 is an operation state diagram for each driving condition of the vehicle of the active control suspension apparatus according to an embodiment of the present invention.

The operating mechanism of the active control suspension device 10 is that when the rotational force of the motor 39 is transmitted through the screw shaft 41 disposed perpendicular to the housing portion 13, the slider 47 is converted into a linear force. The lever arm 35 hinged to the housing portion 13 is hinged by the linear force of the slider 47.

By the hinge operation of the lever arm 35, the cam guider 27 connected through the cam bolt 33 moves along the guide rail 25 and moves the bush 21 of the assist link 11 to assist the link 11. ), The vehicle body side node P is varied.

That is, when the rear wheel W of the vehicle bumps due to the high-speed turning of the vehicle, the controller 20 may control the rear wheel W in response to signals such as steering angular speed and vehicle speed. The motor 39 is drive controlled with respect to the turning outer ring.

Accordingly, the slider 47 descends on the screw shaft 41 while hinge-operating the lever arm 35, one end of which is hinged to the housing portion 13, in the downward direction.

Then, the cam guider 27 connected to the connecting hole 53 of the lever arm 35 together with the bush 21 of the assist link 11 through the cam bolt 33 has a predetermined trajectory along the guide rail 25. It descends by drawing (G), and moves the body side node P of the said assist link 11 down.

As a result, the tow-in of the turning outer wheel of the rear wheel (W) side of the vehicle is increased, and the vehicle is guided to the understeer to secure the turning behavior of the vehicle.

In addition, referring to FIG. 10, the active control suspension device 10 according to an embodiment of the present invention may include a housing part of the subframe 3 that has the center of rotation of the lever arm 35 for operating the assist link 11. 13 and the hinge arm 35, which is the center of rotation of the lever arm 35 and the connection point C of the slider 47, by being configured to hinge the lever arm 35 by the vertical movement of the slider 47. And due to the effect of the lever ratio according to the relative position (M) of the bush 21 for the assist link 11 can improve the operating force and the posture influence of the assist link 11 can be removed.

In addition, in the active control suspension device 10 according to the present embodiment, the connecting hole 53 of the lever arm 35 to which the bush 21 of the assist link 11 is connected through the cam bolt 33 has a slot shape. It is formed to absorb the horizontal displacement difference with the connection center of the bush 21 generated during the arc motion of the lever arm (35).

In addition, the connection structure between the lever arm 35 and the slider 47 is also connected through the fork 57 and the fork pin 55 to reduce the eccentric influence of the screw shaft 41, and also the lever arm 35 Also absorbs the horizontal displacement difference with the slider 47 that occurs during circular motion.

In addition, by adjusting the eccentricity of the cam bolt 33 with respect to the cam guider 27 by applying the cam bolt 33 to connect the bush 21 of the assist link 11, there is an advantage that the wheel alignment can be adjusted. have.

Although one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and is easily changed by those skilled in the art to which the present invention pertains. It includes all changes to the extent deemed acceptable.

11: assist link 13: housing part
15: guide 17: drive
19: power transmission unit 20: controller
21: Bush 23: Hingehole
25: guide rail 27: cam guider
29: guide hole 31: bolt hole
33: cam bolt 35: lever arm
37: reducer 39: motor
41: screw shaft 43: guide rod
47: slider 49: screw hole
51: hinge pin 53: connection hole
55: fork pin 57: fork
60: rolling means 61: up and down roller
63: left and right roller 65: first roller groove
67: second roller groove 69: roller pin

Claims (9)

An assist link configured between the knuckle on the rear wheel side and the subframe and connected between the knuckle and the vehicle side connection portion to actively control the attitude of the vehicle body, a housing part formed on the subframe, and both sides of the housing part, respectively. A guide part configured to guide the bush of the assist link along a predetermined trajectory, a drive part configured on one side of the housing part to provide a rotational driving force, and lever arms connected to both sides of the bush of the assist link; In the active control suspension comprising a power transmission unit for transmitting a linear force,
The guide
Guide rails having a predetermined trajectory formed on a cross section, the guide rails being fixed to both sides of the housing part by integrally forming an up and down support surface and a left and right support surface connected to both sides of the guide hole;
A cam guider which forms a screw at the center of the cross section, and constitutes rolling means on both sides of the screw based on the upper and lower supporting surfaces and the left and right supporting surfaces of the respective guide rails; And
An cam bolt inserted between the cam guiders through the bush and the lever arm, the cam bolt being inserted through the screw to assemble the cam guider and the assist link and the lever arm. Control suspension device. The method of claim 1,
The constant trajectory is
An active control suspension device, characterized in that the trajectory of the arc direction with the knuckle side connection point of the assist link as the center of rotation. The method of claim 1,
The screw is
Active controlled suspension device formed in a slot shape. The method of claim 1,
The vertical support surface and the horizontal support surface is
Active control suspension, characterized in that formed in a curve along each curvature of both sides of the guide rail. The method of claim 1,
The cam guider
Active control suspension, characterized in that both sides are formed in a curved surface along the curvature of the outer side of both sides of the guide rail. The method of claim 1,
The cloud means
A plurality of vertical rollers rotatably installed at both sides of the inner surface of the cam guider in correspondence with the vertical support surfaces of the guide rails; And
Left and right rollers rotatably installed at respective corner portions of the cam guider in correspondence with the left and right support surfaces of the guide rail;
Active control suspension device, characterized in that consisting of. The method according to claim 6,
The vertical roller is
A plurality of active control suspension, characterized in that arranged in the horizontal in the first roller groove formed on both inner surface of the cam guider. The method according to claim 6,
The left and right rollers
Active control suspension, characterized in that arranged in the vertical to the second roller groove formed in a horizontal form on each corner portion of the cam guider. The method according to claim 6,
The vertical rollers and the horizontal rollers
Active control suspension, characterized in that consisting of a roller bearing is installed by pressing a roller pin in the center in a state arranged in each roller groove.

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