KR20040073013A - camber control suspension for car - Google Patents
camber control suspension for car Download PDFInfo
- Publication number
- KR20040073013A KR20040073013A KR1020030008719A KR20030008719A KR20040073013A KR 20040073013 A KR20040073013 A KR 20040073013A KR 1020030008719 A KR1020030008719 A KR 1020030008719A KR 20030008719 A KR20030008719 A KR 20030008719A KR 20040073013 A KR20040073013 A KR 20040073013A
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- KR
- South Korea
- Prior art keywords
- knuckle
- vehicle body
- vehicle
- crankshaft
- wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Links
- 239000000725 suspension Substances 0.000 title claims abstract description 28
- 238000006073 displacement reaction Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 239000006096 absorbing agent Substances 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 230000002542 deteriorative effect Effects 0.000 description 1
- 230000005489 elastic deformation Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
- B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
- B60G3/26—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/001—Suspension arms, e.g. constructional features
- B60G7/003—Suspension arms, e.g. constructional features of adjustable length
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/43—Fittings, brackets or knuckles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/10—Constructional features of arms
- B60G2206/11—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link
- B60G2206/111—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link of adjustable length
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/30—Constructional features of rigid axles
- B60G2206/312—Cranked axle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/05—Attitude
- B60G2400/051—Angle
- B60G2400/0514—Wheel angle detection
- B60G2400/05142—Wheel camber
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
본 발명은 차량용 캠버 컨트롤 서스펜션에 관한 것으로서, 보다 상세하게는 차량의 범프(bump) 또는 리바운드(rebound)시에도 캠버 변화가 없도록 한 것에 관한 것이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a camber control suspension for a vehicle, and more particularly to a camber change even when bumping or rebounding a vehicle.
캠버(camber)라 함은 타이어의 중심선과 노면에 대한 수직선이 만드는 각도로 프론트 타이어가 하중에 의해 아래가 벌어지는 것을 방지하고 주행중 타이어가 빠져나가는 것을 방지하며, 특히 킹핀 경사각과 더불어 스티어링휠의 조정을 용이하게 하는 역할 등을 한다.The camber is an angle created by the centerline of the tire and the vertical line to the road surface to prevent the front tire from spreading under load and to prevent the tire from slipping out while driving, especially with the kingpin inclination angle. It serves to facilitate.
그런데, 차량의 주행중에는 이러한 캠버가 항상 일정한 상태를 유지하고 있는 것이 아니라 주행상태에 따라서 캠버의 변화가 발생되며, 채택하고 있는 서스펜션의 방식에 따라 그 변화의 양상이 달라지는데, 상하의 아암의 길이가 서로 다른 더블 위시본 타입의 서스펜션이 도 1에 도시되어 있다.By the way, the camber does not always maintain a constant state while the vehicle is running, but the camber changes depending on the driving state, and the change of the camber varies according to the adopted suspension method. Another double wishbone type suspension is shown in FIG. 1.
종래 더블 위시본 타입의 서스펜션은 타이어(1)가 장착된 휠을 회전 가능하게 지지하는 너클(3), 차체(2), 어퍼아암(5), 너클(3)과 어퍼아암(5)의 일단을 연결하는 너클측어퍼연결점(5a), 어퍼아암(5)의 타단과 차체(2)를 연결하는 차체측어퍼연결점(5b), 로어아암(7), 너클(3)과 로어아암(7)의 일단을 연결하는 너클측로어연결점(7a), 로어아암(7)의 타단과 차체(2)를 연결하는 차체측로어연결점(7b)으로 구성되어 있다.Conventionally, a double wishbone type suspension has one end of a knuckle (3), a body (2), an upper arm (5), a knuckle (3) and an upper arm (5) rotatably supporting a wheel on which a tire (1) is mounted. Knuckle side upper connection point 5a for connecting the body, upper body connection point 5b for connecting the other end of the upper arm 5 and the vehicle body 2, lower arm 7, knuckle 3 and lower arm 7 It consists of a knuckle side lower rotor connection point 7a which connects one end of the vehicle body, and a vehicle body side lower rotor connection point 7b which connects the other end of the lower arm 7 and the vehicle body 2 to each other.
이 구성을 통하여, 도 2에 도시한 바와 같이, 휠의 범프/리바운드시 캠버의변화(α)가 생겨, 타이어(1)의 접지압 분포가 불균일하고 스커프 현상이 발생하여 승차감과 조정안정성을 저하시키는 문제가 있다.Through this configuration, as shown in Fig. 2, the camber changes α at the time of bump / rebound of the wheel, and the ground pressure distribution of the tire 1 is uneven, and scuffing occurs, thereby reducing ride comfort and adjustment stability. there is a problem.
도 3은 종래 맥퍼슨 타입의 서스펜션을 도시한 도이다. 이 서스펜션은 전술한 더블 위시본 타입의 서스펜션과 거의 유사하지만, 너클(3)과 차체(2) 사이에 스트러트(9)가 배치 설치되어 있다는 점에 다르다. 즉, 쇽업소버, 쇽업소버와 코일스프링으로 이루어진 스트러트(9)의 일단은 너클(3)의 타단과 볼트/너트(11)로 체결되고, 스트러트(9)의 타단에는 부시(13)가 체결되고, 이 부시(13)가 차체(2)에 회전 가능하게 결합된다.3 is a diagram illustrating a conventional McPherson type suspension. This suspension is almost similar to the double wishbone type suspension described above, except that the strut 9 is disposed between the knuckle 3 and the vehicle body 2. That is, one end of the strut 9 composed of the shock absorber, the shock absorber and the coil spring is fastened to the other end of the knuckle 3 and the bolt / nut 11, and the bush 13 is fastened to the other end of the strut 9. This bush 13 is rotatably coupled to the vehicle body 2.
이 구성도 캠버의 변화로 인해 승차감과 조정안정성을 저하시키는 문제가 있다.This configuration also has a problem of deteriorating ride comfort and adjustment stability due to changes in camber.
본 발명은 전술한 문제점을 해결하기 위하여 안출된 것으로서, 캠버변화가 거의 없도록 하여 차량의 승차감과 조정안정성을 향상시킬 수 있는 최적의 서스펜션 지오메트리를 구성한 차량용 캠버 컨트롤 서스펜션을 제공함에 그 목적이 있다.SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and an object thereof is to provide a camber control suspension for a vehicle in which an optimum suspension geometry is configured to improve the riding comfort and adjustment stability of the vehicle so that there is almost no camber change.
도 1은 종래의 더블 위시본 타입의 서스펜션을 도시한 도.1 is a diagram illustrating a suspension of a conventional double wishbone type.
도 2는 종래 범프/리바운드시 서스펜션의 거동을 도시한 도.Figure 2 shows the behavior of a suspension during conventional bump / rebound.
도 3은 종래 맥퍼슨 타입의 서스펜션을 도시한 도이다.3 is a diagram illustrating a conventional McPherson type suspension.
도 4는 본 발명의 바람직한 실시예에 따른 차량용 캠버 컨트롤 서스펜션을 도시한 도.4 shows a camber control suspension for a vehicle according to a preferred embodiment of the present invention.
<도면의 주요 부분에 대한 부호의 설명><Explanation of symbols for the main parts of the drawings>
1 : 타이어 2 : 차체1: tire 2: body
3 : 너클 5 : 어퍼아암3: knuckle 5: upper arm
5a : 너클측어퍼연결점 5b : 차체측어퍼연결점5a: Knuckle side upper connection point 5b: Body side upper connection point
7,70 : 로어아암 7a : 너클측로어연결점7,70: lower arm 7a: knuckle side lower connector
7b : 차체측로어연결점 9 : 스트러트7b: Body side lower connection point 9: Strut
11 : 볼트와 너트 13 : 부시11: bolts and nuts 13: bush
30 : 회전/슬라이딩조인트 33 : 장공안내부30: rotation / sliding joint 33: long guide
35 : 슬라이딩부시 40 : 회전조인트35: sliding bush 40: rotary joint
50 : 크랭크축 70b : 힌지50: crankshaft 70b: hinge
전술한 목적을 달성하기 위한 본 발명의 차량용 캠버 컨트롤 서스펜션은 휠을 회전 가능하게 지지하는 너클; 일단은 상기 너클의 상단에, 타단은 차체에 연결되는 어퍼아암; 상기 어퍼아암의 길이보다 길며, 일단은 상기 너클의 하단에 연결되는 로어아암; 차체에 고정되는 회전조인트; 상기 회전조인트를 중심으로 양측으로 경사지게 설치되는 크랭크축; 상기 로어아암의 타단과 상기 크랭크축의 일단을연결시키는 힌지; 상기 크랭크의 타단이 회전과 슬라이딩 가능하도록 차체에 고정되는 회전/슬라이딩조인트를 포함하여 이루어진다.The vehicle camber control suspension of the present invention for achieving the above object is a knuckle for rotatably supporting the wheel; An upper arm having one end connected to an upper end of the knuckle and the other end connected to a vehicle body; A lower arm longer than the upper arm and having one end connected to a lower end of the knuckle; A rotary joint fixed to the vehicle body; A crank shaft installed to be inclined to both sides with respect to the rotary joint; A hinge connecting the other end of the lower arm to one end of the crankshaft; The other end of the crank includes a rotation / sliding joint fixed to the vehicle body so as to be rotatable and slidable.
본 발명의 다른 특징에 따른 차량용 캠버 컨트롤 서스펜션은 다른 휠을 회전 가능하게 지지하는 너클; 일단은 상기 너클의 상단에 연결되는 어퍼아암; 상기 어퍼아암의 길이보다 길며, 일단은 상기 너클의 하단에, 타단은 차체에 연결되는 로어아암; 차체에 고정되는 회전조인트; 상기 회전조인트를 중심으로 양측으로 경사지게 설치되는 크랭크축; 상기 어퍼아암의 타단과 상기 크랭크축의 일단을 연결시키는 힌지; 상기 크랭크의 타단이 회전과 슬라이딩 가능하도록 차체에 고정되는 회전/슬라이딩조인트를 포함하여 이루어진다.According to another aspect of the present invention, a vehicle camber control suspension includes a knuckle rotatably supporting another wheel; An upper arm connected at one end to an upper end of the knuckle; A lower arm longer than a length of the upper arm, one end of which is connected to a lower end of the knuckle and the other end of which is connected to a vehicle body; A rotary joint fixed to the vehicle body; A crank shaft installed to be inclined to both sides with respect to the rotary joint; A hinge connecting the other end of the upper arm to one end of the crankshaft; The other end of the crank includes a rotation / sliding joint fixed to the vehicle body so as to be rotatable and slidable.
본 발명의 또 다른 특징에 따른 차량용 캠버 컨트롤 서스펜션은 휠을 회전 가능하게 지지하는 너클;A camber control suspension for a vehicle according to another aspect of the present invention includes a knuckle for rotatably supporting a wheel;
일단은 상기 너클의 상단에, 타단은 회전 가능하게 차체에 연결되는 스트러트; 일단은 상기 너클의 하단에 연결되는 로어아암; 차체에 고정되는 회전조인트; 상기 회전조인트를 중심으로 양측으로 경사지게 설치되는 크랭크축; 상기 로어아암의 타단과 상기 크랭크축의 일단을 연결시키는 힌지; 상기 크랭크의 타단이 회전과 슬라이딩 가능하도록 차체에 고정되는 회전/슬라이딩조인트를 포함하여 이루어진다.A strut having one end connected to an upper end of the knuckle and the other end rotatably connected to the vehicle body; A lower arm connected at one end to a lower end of the knuckle; A rotary joint fixed to the vehicle body; A crank shaft installed to be inclined to both sides with respect to the rotary joint; A hinge connecting the other end of the lower arm to one end of the crankshaft; The other end of the crank includes a rotation / sliding joint fixed to the vehicle body so as to be rotatable and slidable.
이러한 구성들을 통하여, 상기 휠의 범프/리바운드시 상기 힌지가 하강/상승함에 따라 상기 크랭크축의 타단이 차폭방향으로 슬라이딩함으로써, 캠버 변화가 거의 생기지 않아 승차감과 조정안정성을 향상시킬 수 있다.Through these arrangements, the other end of the crankshaft slides in the vehicle width direction as the hinge descends / rises when bumping / rebounding the wheel, so that the camber change hardly occurs, so that the riding comfort and adjustment stability can be improved.
이하, 본 발명의 바람직한 실시예를 첨부한 도면을 참조하여 설명하는데, 종래의 것과 동일한 부분에 대해서는 동일한 참조번호를 부여하고 상세한 설명은 생략한다.Best Mode for Carrying Out the Invention Preferred embodiments of the present invention will be described below with reference to the accompanying drawings, where like reference numerals are used to designate like parts, and a detailed description thereof will be omitted.
도 4는 본 발명의 바람직한 실시예에 따른 차량용 캠버 컨트롤 서스펜션을 도시한 도이다. 도 4에 도시한 바와 같이, 본 실시예의 캠버 컨트롤 서스펜션은 크게 너클(3), 너클(3)과 차체(2)에 연결된 어퍼아암(5), 캠버컨트롤수단 및 너클(3)과 캠버컨트롤수단에 연결된 로어아암(70)으로 구성된다.4 is a diagram illustrating a camber control suspension for a vehicle according to a preferred embodiment of the present invention. As shown in Fig. 4, the camber control suspension of the present embodiment has a knuckle 3, an upper arm 5 connected to the knuckle 3 and the vehicle body 2, a camber control means and a knuckle 3 and a camber control means. It consists of a lower arm 70 connected to.
너클(3)은 전술한 바와 같이 휠을 회전 가능하게 지지한다. 또한, 어퍼아암(5)도 전술한 바와 같이, 너클(3)과는 너클측어퍼연결점(5a)에 의해, 차체(2)와는 차체측어퍼연결점(5b)에 의해 연결된다.The knuckle 3 rotatably supports the wheel as described above. As described above, the upper arm 5 is also connected to the knuckle 3 by the knuckle side upper connection point 5a and the vehicle body 2 by the vehicle body side upper connection point 5b.
캠버컨트롤수단은 차체(2)에 고정된 회전조인트(40), 회전조인트(40)에 회전 가능하게 결합된 크랭크축(50) 및 회전/슬라이딩부재(30)로 구성된다.The camber control means includes a rotation joint 40 fixed to the vehicle body 2, a crankshaft 50 rotatably coupled to the rotation joint 40, and a rotation / sliding member 30.
크랭크축(50)은 회전조인트(40)를 중심으로 서로 경사지게 배치되는 제1크랭크축(50a)과 제2크랭크축(50a)으로 일체화되어 있다. 제1크랭크축(50a)의 일단은 회전조인트(40)에, 타단은 로어아암의 타단(70)에 연결된다. 제2크랭크축(50b)의 일단은 제1크랭크축(50a)의 일단과 동일한 부분이며, 제2크랭크축(50b)의 타단은 회전/슬라이딩부재(30)에 연결되어 있다.The crankshaft 50 is integrated with the 1st crankshaft 50a and the 2nd crankshaft 50a which are inclined mutually with respect to the rotation joint 40. As shown in FIG. One end of the first crankshaft 50a is connected to the rotary joint 40 and the other end is connected to the other end 70 of the lower arm. One end of the second crankshaft 50b is the same portion as the one end of the first crankshaft 50a, and the other end of the second crankshaft 50b is connected to the rotation / sliding member 30.
회전/슬라이딩부재(30)는 차체(2)에 고정된 차폭방향으로 장공이 형성된 장공안내부(33)와, 이 장공안내부(33)에 슬라이딩 가능하게 배치되는 슬라이딩부시(35)로 구성된다. 이 슬라이딩부시(35)가 제2크랭크축(50b)의 타단과연결되어 있다. 이 장공안내부(33)는 차폭방향을 따라 직선적으로 도시하였지만, 변위(l) 폭이 매우 작아 슬라이딩부시(35)의 탄성변형에 의해 제2크랭크축(50b)의 미소회전을 허용할 수 있다. 물론, 변위(l)의 폭이 큰 경우에는 장공안내부(33)를 원호상으로 구현할 수 있음은 자명하다 할 것이다.The rotation / sliding member 30 is composed of a long hole guide part 33 having a long hole formed in the vehicle width direction fixed to the vehicle body 2, and a sliding bush 35 slidably disposed on the long hole guide part 33. . The sliding bush 35 is connected to the other end of the second crankshaft 50b. Although the long guide portion 33 is shown linearly along the vehicle width direction, the displacement l is very small in width, thereby allowing the small rotation of the second crankshaft 50b by elastic deformation of the sliding bush 35. . Of course, if the width of the displacement (l) is large, it will be apparent that the long hole guide 33 can be implemented in an arc shape.
로어아암(70)의 일단은 너클측로어연결점(7a)에 의해, 타단은 제1크랭크축(50a)의 타단과 힌지(70b)로 연결되어 있다.One end of the lower arm 70 is connected by a knuckle side lower connection point 7a, and the other end is connected to the other end of the first crankshaft 50a by a hinge 70b.
이 구성을 통하여, 휠의 범프시에는 도 4에 도시한 바와 같이, 로어아암(70)의 힌지(70b)가 회전조인트(40)의 원호상을 따라 변위(l)만큼 하강(l)하여 힌지(70b')의 위치에 오면, 이 변위(l)가 크랭크축(50)의 회전운동을 슬라이딩부재(35)를 통해 차폭방향으로 변위(l)만큼 슬라이딩하게 된다. 따라서, 로어아암(70)이 차체쪽으로 당겨져 캠버의 변화를 상쇄시킬 수 있게 된다.Through this configuration, during bumping of the wheel, as shown in FIG. 4, the hinge 70b of the lower arm 70 is lowered (l) by the displacement l along the arc of the rotary joint 40 and hinged. When it comes to the position of 70b ', this displacement l will slide the rotational motion of the crankshaft 50 by the displacement l in the vehicle width direction through the sliding member 35. Therefore, the lower arm 70 can be pulled toward the vehicle body to cancel the change of the camber.
휠의 리바운시에는 범프와 반대방향으로 동작되어, 로어아암(70)이 타이어(1)쪽으로 밀려 캠버의 변화를 상쇄시킬 수 있게 된다.When the wheel is rebounced, it is operated in the opposite direction to the bump, so that the lower arm 70 is pushed toward the tire 1 to cancel the change of the camber.
이와 같이 로어아암(70)의 길이를 조정하는 더블 위시본 타입의 캠버 컨트롤 서스펜션은 맥퍼슨 타입에도 그대로 적용할 수 있음은 당업자면 자명하다 할 것이다.Thus, it will be apparent to those skilled in the art that the double wishbone type camber control suspension for adjusting the length of the lower arm 70 can be applied to the McPherson type as it is.
한편, 전술한 더블 위시본 타입의 캠버컨트롤수단을 어퍼아암(5)에 적용하여 캠버의 변화를 없앨 수 있다. 즉, 어퍼아암(5)의 타단과 제1크랭크축(50a)의 타단을 힌지(70b)로 연결하고, 로어아암(70)의 타단은 차체(2)에 고정시킴으로써 달성될 수 있다.On the other hand, the camber control means of the double wishbone type described above can be applied to the upper arm 5 to eliminate the change of the camber. That is, the other end of the upper arm 5 and the other end of the first crankshaft 50a are connected by the hinge 70b, and the other end of the lower arm 70 can be achieved by fixing to the vehicle body 2.
본 발명에 따른 차량용 캠버 컨트롤 서스펜션은 전술한 실시예에 국한되지 않고 본 발명의 기술 사상이 허용하는 범위 내에서 다양하게 변형하여 실시할 수 있다.The camber control suspension for a vehicle according to the present invention is not limited to the above-described embodiment, and may be variously modified and implemented within the range permitted by the technical idea of the present invention.
이상과 같이 살펴본 바와 같이 본 발명의 차량용 캠버 컨트롤 서스펜션에 의하면, 휠의 범프/리바운드시 간단한 구성인 캠버컨트롤수단을 통해 로어아암 또는 어퍼아암의 길이를 간단히 조절하여, 캠버의 변화를 거의 없앰으로써, 승차감과 조정안정성을 향상시킬 수 있다.As described above, according to the vehicle camber control suspension of the present invention, by simply adjusting the length of the lower arm or upper arm through the camber control means, which is a simple configuration at the time of bump / rebound of the wheel, almost no change in the camber, Riding comfort and adjustment stability can be improved.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| KR100776166B1 (en) * | 2006-08-22 | 2007-11-12 | 동부일렉트로닉스 주식회사 | Reset transistor of CMOS image sensor |
| KR20170001232U (en) | 2015-09-30 | 2017-04-07 | 문미숙 | Hip seat carrier |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| KR100776166B1 (en) * | 2006-08-22 | 2007-11-12 | 동부일렉트로닉스 주식회사 | Reset transistor of CMOS image sensor |
| KR20170001232U (en) | 2015-09-30 | 2017-04-07 | 문미숙 | Hip seat carrier |
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