KR0131306B1 - Suspension apparatus - Google Patents

Abstract

A vehicle suspension system capable of increasing a change in camber at the time of bump or rebound of a wheel and reducing a change in tread, comprising: a center and rear lower arms having an outer end connected to a knuckle and an inner end connected to a subframe; A front lower arm having a rear end fixed to the knuckle and a front end connected to the vehicle body; A strut arm formed of an assembly of a shock-absorber and a spring; A first arm connected to the knuckle and extending toward the vehicle body; a second arm connected to the outer end of the first arm and extending rearward; and connected to a rear end of the second arm and extending below the vehicle body; A lower arm formed of a third arm connected to a predetermined portion of the rear lower arm, and an upper arm formed of a connecting arm connected to an almost intermediate portion of the second arm and having an inner end connected to a vehicle body. Vehicle suspension characterized in that.

Description

Car suspension

1 is a perspective view showing a suspension device according to the present invention.

FIG. 2 is a schematic perspective view showing the suspension of FIG. 1. FIG.

3 is a side view of the suspension according to the present invention.

4 is a view showing the operation of the conventional suspension from the side.

* Explanation of symbols for main parts of the drawings

2: wheel 3: sub-frame

4: knuckle 6: front lower arm

8, 10: center and rear lower arm 12: upper arm

14 strut arm 121 first arm

122: second arm 123: third arm

124: connecting arm 142: shock over

141: spring

The present invention relates to a multi-link independent suspension device using a sub-frame. More specifically, when the vehicle is impacted from the outside, the camber change and the tread change are appropriately controlled to improve ride comfort and steering stability. It relates to a rear wheel suspension of a vehicle that can be improved.

Suspension in automobiles connects the axle and the body to control the position of the tire relative to the body when driving so that the position on the road surface of the tire can be placed in the most ideal state to maintain the best steering stability. It is a device that prevents damage to the body or cargo and improves the riding comfort by preventing the axle from being directly transmitted to the body.

Suspensions of such vehicles are classified into two types: axle suspension and independent suspension. For large vehicles, axle suspension is applied to both front and rear wheels.In the case of passenger cars, front suspension adopts independent suspension and rear wheels. In some cases, the axle suspension system is adopted, but in the case of a passenger car that is manufactured and sold these days, both front and rear wheels move without interfering with each other, so that the ride comfort and stability are improved.

The independent suspension of a vehicle as described above is classified into various types according to structural differences, and the present invention relates to a multi-link rear wheel suspension to which a subframe and a plurality of control arms are applied.

That is, a general multi-link suspension system includes: a sub frame mounted at the bottom of the vehicle body; A plurality of control arms connecting the subframe and the wheel support to enable independent vertical movement of each wheel; The wheel support is provided with a strut arm fixed at the lower end and connected to the vehicle body to effectively absorb shock and vibration loads applied to the vehicle body and the wheel.

Referring to the conventional suspension as described above in more detail with reference to Figure 4 as follows.

FIG. 4 is a schematic front view showing a conventional suspension device. The front arm 6 and the center arm 8 and the rear arm which connect the vehicle body and the wheel to the bottom of the knuckle 4 supporting the wheel 2 are shown in FIG. 10 is coupled by a bushing or ball joint coupling, and the upper arm 12 has a ball joint coupled to one side of the upper end of the knuckle, and the other side is bushed coupled to the vehicle body.

When the wheel is impacted from the outside and bumps or rebounds occur, the camber and the tread change due to the arrangement of each arm and the deformation characteristics of the elastic bush interposed between the connecting portions of the arms.

In other words, the camber is the top of the wheel when viewed from the front of the vehicle. The main reason for this is to make steering easier by reducing the offset with the kingpin inclination. Generally speaking, the larger the change in the camber, the better the steering stability, and the change in the tread affects the ride comfort and the straight stability of the vehicle.

However, as shown in FIG. 4, the conventional suspension system changes as shown by the broken line of the wheels to which the vehicle is rebounded and the organic change of each arm. In this case, the suspension system increases the angle (Δα) change of the camber. As a result, the change of tread (ΔT) also increases accordingly, since each arm pivots around the point where all the arms are connected to the vehicle body side.

Therefore, the change of camber has the advantage of improving the steering stability, but accordingly the change of the tread has a disadvantage that adversely affects the ride comfort and straight stability. That is, the conventional suspension device as described above has a disadvantage that can not be compatible with riding comfort and steering stability.

The present invention was created as a means for solving the problems of the conventional suspension device, the object of the present invention is to increase the change in the camber during bump or rebound of the wheel to increase the steering stability and to reduce the change in the tread It is possible to provide a suspension device for a vehicle that can improve ride comfort and linear stability of the vehicle.

To realize this, the present invention includes a center and rear lower arm having an outer end connected to a knuckle and an inner end connected to a subframe; A front lower arm having a rear end fixed to the knuckle and a front end connected to the vehicle body; A strut arm formed of an assembly of a shock-absorber and a spring; A first arm connected to the knuckle and extending toward the vehicle body, a second arm connected to the outer end of the first arm and extending rearward, and connected to a rear end of the second arm and extending below the vehicle body; A lower arm having a third arm connected to a predetermined portion of the rear lower arm, and an upper arm connected to an almost intermediate portion of the second arm and having an inner end connected to a vehicle body. It provides a vehicle suspension characterized in that.

1 is a perspective view of a suspension according to the present invention and FIG. 2 is a schematic perspective view of FIG. 1, in which the direction of the arrow indicated by F indicates the front of the vehicle body and the direction of the arrow indicated by R indicates the rear of the vehicle. Is pointing.

As shown, a vehicle suspension apparatus according to the present invention includes a center and rear lower arms 8 and 10 having an outer end connected to a knuckle 4 and an inner end connected to a subframe 3; A front lower arm 6 having a rear end fixed to the knuckle 4 and a front end connected to a vehicle body (not shown); A strut arm 14 formed of an assembly of a shock absorber 142 and a spring 141; A first arm 121 connected to the knuckle and extending toward the vehicle body, a second arm 122 connected to the outer end of the first arm 121 and extending rearward, and the second arm 122 A third arm 123 connected to a rear end of the vehicle and extending to a lower portion of the vehicle body, and a lower end of which is connected to a portion of the rear lower arm 10, and an almost middle portion of the second arm 122. It is configured to have an upper arm 12 made of a connecting arm 124 connected to the inner end of the vehicle body.

In the embodiment of the present invention as described above, the bushing coupling is adopted as the vehicle body side fixing means of each arm, and the ball joint coupling is used as the wheel side coupling means. However, the present invention is not limited thereto. can do. For example, the center lower arm can be bushing-coupled at both ends.

The connection between the first arm 121 and the second arm of the upper arm 12 may be a bushing coupling, and the connection of the second arm and the third arm may be bushing or ball joint connection.

The operation of the suspension device according to the present invention configured as described above will be described in more detail with reference to FIG. 3 as follows.

3 shows only upper arms 12 and lower arms 8 and 10 acting when the wheel is bumped or rebounded by external impacts, so that they can be more readily understood.

When the wheel 2 is bumped or rebounded by an impact from the outside, the arms move organically by the connecting means of each arm. When the wheel is rebounded as shown, the center and rear lower arms 8 and 10 It is moved upward based on the inner end fixed to the vehicle body, wherein the third arm 123 of the upper arm 12 connected to the lower arm is pushed upward and the first arm 121 is lowered downward. At the same time, the second arm 122 is pushed inward to create a virtual point A. This directly affects the first arm 121 that affects the camber of the wheel because the connecting arm 124 that connects the upper arm 12 to the vehicle body is connected to the near center of the second arm 122. This is because the second arm 122 controls the movement of the first arm while creating a new virtual point.

In this way, the lower side of the wheel is moved on the basis of the new point that the upper arm 12 moves further outward without pushing the wheel outwardly by the rear lower arm 10 connected with the third arm 123. As a result, the wheel is pulled inward.

Therefore, since the upper side of the wheel moves further inward and the lower side of the wheel is hardly pushed outward, the camber change can be increased and the tread change (ΔT ') can be made little, thereby improving the steering stability of the vehicle. Not only can it have the advantage of ensuring the ride comfort and the straight stability of the vehicle.

Claims (6)

A center and lower arm (8) (10) having an outer end connected to the knuckle (4) and an inner end connected to the subframe (3); A front lower arm 6 having a rear end fixed to the knuckle and a front end connected to a vehicle body (not shown); A strut arm 14 formed of an assembly of a shock absorber 142 and a spring; A first arm 121 connected to the knuckle and extending toward the vehicle body; a second arm 122 connected to the outer end of the first arm 121 and extending rearward; and the second arm 122. A third arm 123 connected to a rear end of the vehicle and extending to a lower portion of the vehicle body, and having a lower end thereof connected to a portion of the rear lower arm 10, and connected to an almost middle portion of the second arm 122. And an upper arm (12) formed at the inner end thereof with a connecting arm (124) connected to the vehicle body. 2. A vehicle suspension according to claim 1, wherein the first arm and the second arm are bushingly connected. The suspension device for a vehicle according to claim 1, wherein the second arm and the third arm are connected to a ball joint. The suspension device for a vehicle according to claim 1, wherein the third arm (123) and the rear lower arm (10) are bushingly connected. The suspension device for a vehicle according to claim 1, wherein the third arm (123) and the rear lower arm (10) are connected to a ball joint. The vehicle suspension according to claim 1, wherein the second arm (122) and the connecting arm (124) are bushingly connected.