Vehicle suspension arrangement

Abstract

A vehicle suspension device includes a wheel body on which a wheel and tire unit is mounted, a steering drive unit configured to transmit a driving force to rotate the wheel body in a lateral direction of a vehicle body so that the wheel and tire unit rotates together with the wheel body, and a wheel moving unit arranged on the wheel body to be movable in a front-rear direction, configured so that a position thereof changes in an up-down direction, and connected to the wheel body to support the wheel body so that a position of the wheel body changes in response to movement of the wheel moving unit in the front-rear direction and the change in the position in the up-down direction.

Description

Technical Field

[0001] The present invention generally relates to a vehicle suspension arrangement. Background Art

[0002] Recently, various suspension developments have been conducted to improve the driving comfort of vehicles and reduce noise inside the vehicle.

[0003] The suspension is one of the main components of a vehicle, connecting the vehicle's axles to the frame or chassis and absorbing vibrations or shocks transmitted from the road during driving, thereby improving the vehicle's driving comfort and stability. A suspension can include multiple components, such as lower arms, upper arms, steering knuckles, ladder links, springs, shock absorbers, and ball joints.

[0004] This type of suspension has a support structure consisting of springs, shock absorbers, etc., which mechanically coordinates the relative movement between the vehicle body and wheels in an appropriate manner. In addition, the suspension allows the tires to reliably contact the road surface, allowing the vehicle body to be closer to the road during high-speed driving.

[0005] Recently, futuristic vehicles have been developed that reduce vehicle weight and allow for independent wheel control. In such futuristic vehicles, conventional suspensions can be inefficient in terms of weight and manufacturing costs. Furthermore, independent wheel control can be difficult. Therefore, there is a need to develop suspensions suitable for these already miniaturized futuristic vehicles.

[0006] The foregoing content is only intended to help understand the background of the present invention, and is not intended to indicate that the present invention falls within the scope of the relevant technologies known to those skilled in the art. Summary of the Invention

[0007] Therefore, the present invention has been made in consideration of the problems arising in the prior art. An embodiment of the present invention provides a vehicle suspension device having a structure by which each wheel and tire unit can be driven independently of each other and the position of each wheel and tire unit can be changed individually, thereby controlling the vehicle in various positions and improving the drivability of the vehicle.

[0008] The present invention generally relates to a vehicle suspension apparatus. Detailed description of the invention relates to a vehicle suspension apparatus for providing various positions to a vehicle by changing the position of a wheel and tire unit.

[0009] To achieve the above-mentioned object, according to one embodiment of the present invention, there is provided a vehicle suspension device, the vehicle suspension device comprising: a wheel body on which a wheel and tire unit is mounted; a steering drive unit that transmits a driving force to rotate the wheel body in a lateral direction of the vehicle body, so that the wheel and tire unit and the wheel body rotate together; a wheel moving unit that is arranged on the vehicle body so as to be movable in the front-rear direction, is configured so that its position changes in the up-down direction, and is connected to the wheel body to support the wheel body so that the position of the wheel body changes in response to movement of the wheel moving unit in the front-rear direction and change in position in the up-down direction; and a shock absorber that is connected to the wheel body and the wheel moving unit, wherein the shock absorber is configured to absorb vibration generated in response to movement of the wheel body in the up-down direction; wherein the wheel body includes a support member extending from the wheel body in the up-down direction; and the shock absorber includes brackets rotatably mounted on upper and lower supports of the wheel body, respectively, and elastic members arranged between an upper bracket in the bracket and the wheel body and between a lower bracket in the bracket and the wheel body, respectively, wherein the elastic members are configured to absorb vibration transmitted via the wheel body.

[0010] The wheel body may include: a shell on which a steering drive unit and a wheel moving unit are arranged; and a wheel base rotatably arranged on the shell, and a tire wheel of the wheel and tire unit is mounted on the wheel base.

[0011] The steering drive unit may be disposed on a bracket of the shock absorber and connected to the support member to rotate the support member when a driving force is transmitted, thereby rotating the wheel body.

[0012] The steering drive unit includes a motor that can generate a rotational force, and an upper support member that can be arranged on an upper bracket and connected to a wheel body through gear engagement.

[0013] The vehicle body may be provided with a plurality of guides spaced apart from one another in the vertical direction and extending in the front-rear direction. The wheel moving unit may include a plurality of link connectors arranged above and below the wheel 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.

[0014] The plurality of guides may be located at front-rear positions above and below the vehicle body. Some of the plurality of link connectors may be connected to upper guides and upper brackets located at front-rear positions above the vehicle body among the plurality of guides, and other link connectors may be connected to lower guides and lower brackets located at front-rear positions below the vehicle body among the plurality of guides.

[0015] Each of the connecting rod connectors may include a cylinder rotatably connected to a corresponding bracket among the brackets, and a piston retractable into and extendable from the cylinder and rotatably connected to a corresponding guide among the plurality of guides.

[0016] Each guide member may include: a guide rail extending from the vehicle body in the front-rear direction; a link moving portion connected to the guide rail to move along the guide rail in response to rotation of the guide rail, and a link connector rotatably connected to the link moving portion; and a link driving unit arranged on the vehicle body and connected to the guide rail to rotate the guide rail.

[0017] The guide members may be arranged at front and rear positions above and below the vehicle body, so that the guide rails are respectively arranged at the front and rear positions. The front guide rails are rotatably connected to the rear guide rails via bearings arranged on the vehicle body.

[0018] The wheel body, the steering drive unit and the wheel moving unit may be provided on each of the front wheels and the rear wheels of the vehicle body, and the steering drive unit and the wheel moving unit may be controlled separately.

[0019] The present invention also provides a vehicle suspension device, which includes: a vehicle body; a wheel body including a shell; a wheel and tire unit installed on the wheel body; a steering drive unit arranged on the shell of the wheel body; a wheel moving unit arranged on the shell and configured to be able to move in the front and rear directions; and a shock absorber connected to the wheel body and the wheel moving unit; wherein the wheel body includes: an upper support member extending upward from the wheel body; a lower support member extending downward from the wheel body; wherein the shock absorber includes: an upper bracket installed on the upper support member to allow the upper support member to rotate relative to the upper bracket; a lower bracket installed on the lower support member to allow the lower support member to rotate relative to the lower bracket; a first elastic member arranged between the upper bracket and the wheel body; and a second elastic member arranged between the lower bracket and the wheel body.

[0020] With the vehicle suspension device having the above structure, each wheel and tire unit can be driven independently of each other, and the position of each wheel and tire unit can be changed independently, making it possible to control the vehicle in various positions and improving the vehicle's drivability. In addition, since the wheel and tire units are arranged on the vehicle body using a link connection structure, structural strength is achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and other objects, features and other advantages of the present invention will be more clearly understood from the following detailed description in conjunction with the accompanying drawings, in which:

[0022] Figure 1 is a diagram showing a vehicle suspension device according to an exemplary embodiment of the present invention;

[0023] Figures 2 to 5 It shows Figure 1 a view of the vehicle's suspension arrangement as shown;

[0024] Figure 6 is a diagram showing an embodiment in which the positions of the front and rear wheels are adjusted by the vehicle suspension device according to the embodiment of the present invention; and

[0025] Figure 7 and Figure 8 is a view showing an embodiment in which the position of a wheel main body of a vehicle suspension apparatus according to an embodiment of the present invention is adjusted. DETAILED DESCRIPTION

[0026] Hereinafter, a vehicle suspension apparatus according to an exemplary embodiment of the present invention will be described with reference to the accompanying drawings.

[0027] Figure 1 shows a vehicle suspension device according to an exemplary embodiment of the present invention, Figures 2 to 5 Shown Figure 1 The suspension arrangement shown, Figure 6 An embodiment of adjusting the positions of the front and rear wheels by a vehicle suspension apparatus according to an embodiment of the present invention is shown. Figure 7 and Figure 8 An embodiment in which the position of the wheel body of the vehicle suspension apparatus according to the embodiment of the present invention is adjusted is shown.

[0028] like Figure 1 and Figure 2 As shown, the vehicle suspension device according to the embodiment of the present invention includes a wheel body 10, a steering drive unit 20 and a wheel moving unit 30. Figure 6 The steering drive device 20 transmits driving force to rotate the wheel body 10 in the lateral direction of the vehicle body 60, causing the wheel and tire unit H to rotate together with the wheel body 10. The wheel moving unit 30 is arranged on the vehicle body 60 so as to be movable in the front-to-rear direction and is configured so that its position can be changed in the vertical direction. The wheel moving unit 30 is connected to the vehicle body 60 to support the wheel body 10. In response to the wheel moving unit 30 moving in the front-to-rear direction and changing its position in the vertical direction, the position of the wheel body 10 changes.

[0029] As described above, the 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, which are arranged on a vehicle body 60. The wheel and tire unit H is mounted on the wheel main body 10, and bolt fastening holes 13 are formed in the wheel main body 10 to allow the wheel and tire unit H to be mounted. The positions at which the bolt fastening holes 13 are formed can be determined according to the size of the wheel and tire unit H. In this manner, 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.

[0030] Here, the wheel moving unit 30 is arranged to be movable forward and backward on the vehicle body 60 and is configured so that its position changes in the vertical direction. Therefore, when the wheel moving unit 30 moves forward and backward on the vehicle body 60, the position of the wheel body 10 changes in the longitudinal direction, thereby adjusting the wheelbase. When the position of the wheel moving unit 30 changes in the longitudinal direction, the vehicle body 60 can move upward or downward, thereby adjusting the position of the vehicle. In this way, the position of the wheel body 10 is adjusted in the longitudinal and vertical directions by the wheel moving unit 30. Therefore, the vehicle's position can be optimized according to various driving conditions, thereby improving the vehicle's drivability.

[0031] Furthermore, the steering drive unit 20 is disposed on the wheel body 10 so as to rotate the wheel body 10 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 body 10 so as to rotate the wheel body 10 in the lateral direction of the vehicle body 60. Thus, the wheel and tire unit H rotates together with the wheel body 10, and the vehicle steers.

[0032] As described above, according to an embodiment of the present invention, control and position change of the wheel and tire unit H may be performed independently of corresponding drive wheels of the vehicle body 60 , thereby achieving optimized driving performance according to various driving conditions of the vehicle.

[0033] The present invention is described in more detail as follows Figure 2 and Figure 3 As shown, the wheel body 10 may include a housing 10-1 and a wheel base 10-2. The steering drive unit 20 and the wheel moving unit 30 are arranged on the housing 10-1. The wheel base 10-2 is rotatably arranged on the housing 10-1, and the wheel and tire unit H is mounted on the wheel base 10-2.

[0034] In this manner, the wheel body 10 includes a housing 10-1 and a wheel base 10-2. Specifically, the wheel and tire unit H can be mounted on the wheel base 10-2 by bolting, and the wheel base 10-2 is rotatably arranged on the housing 10-1. Therefore, the vehicle can travel due to the rotation of the wheel and tire unit H. The housing 10-1 is arranged with a steering drive unit 20 and a wheel movement unit 30. The housing 10-1 is rotated in the lateral direction by the steering drive unit 20, thereby allowing the vehicle to steer. The position of the vehicle is adjusted by the wheel movement 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 arranged in the housing 10-1. However, since the embodiments of the present invention relate to a vehicle suspension device, their description will be omitted here.

[0035] As described above, since the wheel base 10-2 on which the wheel and tire unit H is mounted is arranged on the housing 10-1 to rotate as the positions of the driving wheel and the housing 10-1 are adjusted, the vehicle body 10 can control the vehicle in various positions.

[0036] Furthermore, the shock absorber 40 is connected to the wheel main body 10 and the wheel moving unit 30 to absorb vibrations generated in response to the up-down movement of the wheel main body 10. In this manner, the shock absorber 40 reduces the amount of vibration transmitted to the vehicle 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 arranged on the wheel moving unit 30 via the shock absorber 40.

[0037] Specifically, if Figure 2 and Figure 3 As shown, the wheel body 10 has a support member 11 extending therefrom in the upper and lower directions. The shock absorber 40 may include brackets 41 rotatably mounted on the upper and lower support members 11 of the wheel body 10, and elastic members 42 respectively arranged between the upper and lower brackets 41 and the wheel body 10 to absorb vibrations transmitted through the wheel body 10.

[0038] Specifically, when supports 11 aligned vertically in the up-down direction extend upward and downward from the wheel body 10, the wheel body 10 can be connected to the shock absorber 40 via the supports 11 and can rotate about the supports 11, so that the wheel and tire unit H can rotate in the direction in which the vehicle turns. Therefore, the supports 11 may include an upper support 11a and a lower support 11b.

[0039] The shock absorber 40 includes a bracket 41 on which the upper and lower supports 11 of the wheel body 10 are rotatably mounted. The bracket 41 is connected to the vehicle body 60 via the wheel moving unit 30. An elastic member 42 is provided between the bracket 41 and the wheel body 10 so that the supports 11 extend through the elastic member 42. With this configuration, vibrations transmitted through the wheel body 10 are absorbed by the elastic member 42. Here, the elastic member 42 can be implemented as a spring.

[0040] Furthermore, seating portions 12, each housing elastic members 42, may be provided on the top and bottom of the wheel body 10. With 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, allowing the wheel body 10 to rotate laterally to change the angle between the wheel and tire unit H. Furthermore, the elastic members 42 are provided between the upper seating portion 12a and the upper bracket 41a, and between the lower seating portion 12b and the lower bracket 41b, respectively. Thus, the elastic members 42 absorb vibrations generated by the road surface, thereby reducing the amount of vibration transmitted to the vehicle body 60.

[0041] The wheel body 10, the steering drive unit 20, and the wheel moving unit 30 are connected via the shock absorber 40 so as to cooperate with each other. This will be described in more detail later.

[0042] A steering drive unit 20 for steering the vehicle is disposed on a bracket 41 of the shock absorber 40. The steering drive 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.

[0043] like Figure 2 and Figure 3 As shown, the steering drive unit 20 is arranged on the bracket 41 of the shock absorber 40 and connected to the support 11. When the driving force is transmitted in response to the operation of the steering drive unit 20, the steering drive unit 20 rotates the wheel body 10 to steer the vehicle.

[0044] Here, the steering drive unit 20 is implemented as a motor to generate torque (or rotational force). The steering drive unit 20 is connected to the support member 11 of the wheel body 10 through gear meshing. Therefore, when the torque of the motor is transmitted, the support member 11 and the steering drive unit 20 rotate through the gear meshing. The steering drive unit 20 and the support member 11 can be implemented as various torque transmission structures, such as a rack and pinion structure using a speed reducer or a gear meshing structure.

[0045] Specifically, the steering drive unit 20 can be arranged on the upper bracket 41a and can be connected to the upper support member 11a of the wheel body 10 through gear meshing. In the case where the steering drive unit 20 is arranged 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 impurities may accumulate in the portion where the steering drive unit 20 and the support member 11 mesh with gears, accurate operation may not be performed. Therefore, the steering drive unit 20 is arranged on the upper bracket 41a to connect to the upper support member 11a to minimize damage caused by external factors.

[0046] Furthermore, a structure for changing the position of the wheel and tire unit H will be described. Figure 1 As shown, the vehicle body 60 is provided with a plurality of guides 50 spaced apart from each other in the vertical direction and extending in the front-rear direction. The wheel moving unit 30 may include a plurality of link connectors 31 arranged above and below the wheel body 10. One end of each link connector 31 is rotatably connected to a corresponding guide 50, and the other end of each link connector 31 is rotatably connected to a corresponding bracket 41 of the shock absorber 40.

[0047] As described above, the wheel moving unit 30 includes link connectors 31, each of which has one end rotatably connected to a corresponding guide 50 and the other end rotatably connected to a corresponding bracket 41 of the shock absorber 40. Therefore, the wheel body 10 can be positioned on the vehicle body 60 via the link connectors 31 of the wheel moving unit 30. Specifically, the multiple 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 41b. The length of each link connector 31 is variable. As described above, the wheel body 10 can be positioned on the vehicle body 60 via the upper and lower link connectors 31 (31a and 31b). When the position of the wheel body 10 changes, the length of each link connector 31 can be changed to accommodate the change in length. Therefore, the length difference caused by the change in the position of the wheel body 10 can be absorbed, thereby achieving a smooth operating relationship.

[0048] Here, each link connector 31 may include a cylinder 31 - 1 rotatably connected to the bracket 41 and a piston 31 - 2 capable of retracting into and extending from the cylinder 31 - 1 and rotatably connected to the corresponding guide 50 .

[0049] Specifically, each link connector 31 is configured so that when piston 31-2 extends from cylinder 31-1, the length of link connector 31 increases, and when piston 31-2 retracts into cylinder 31-1, the length of link connector 31 decreases. Furthermore, since cylinder 31-1 and piston 31-2 are rotatably connected to bracket 41 and guide 50, length differences resulting from positional changes in wheel body 10 are absorbed. Link connector 31 can be implemented as a hydraulic link connector in which fluid is contained within cylinder 31-1, or as a mechanical link connector in which a spring is disposed within cylinder 31-1, thereby providing both a shock-absorbing function and a function of supporting vehicle body 60.

[0050] In addition, if Figure 1 and Figure 4 As shown, the guide member 50 is provided as a plurality of guide members 50 located in front and 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 member 50 and the upper bracket 41 located in the front and rear positions above the vehicle body 60, while other of the plurality of link connectors 31 are connected to the lower guide member 50 and the lower bracket 41 located in the front and rear positions below the vehicle body 60.

[0051] As described above, the guide member 50 may include an upper front guide member 50a, an upper rear guide member 50b, a lower front guide member 50c, and a lower rear guide member 50d. The link connector 31 may include an upper front link connector 31a connected to the upper front guide member 50a and the upper bracket 41a, an upper rear link connector 31b connected to the upper rear guide member 50b and the upper bracket 41a, a lower front link connector 31c connected to the lower front guide member 50c and the lower bracket 41b, and a lower rear link connector 31d connected to the lower rear guide member 50d and the lower bracket 41b.

[0052] As described above, the link connectors 31 are provided at positions above and below the wheel body 10, and the wheel body 10 is connected to the guide members 50 provided above and below the wheel body 10 via the upper and lower link connectors 31. According to this configuration, the wheel body 10 can be securely arranged on the vehicle body 60. In addition, since the position of the wheel body 10 changes in the front-rear direction and the upper-lower direction in response to changes in the position of the link connectors 31 connected to the guide member 50, the position of the vehicle can be controlled in an optimized manner under various driving conditions.

[0053] In addition, if Figure 4 and Figure 5As shown, each guide member 50 may include: a guide rail 51 extending from the vehicle body 60 in the front-to-rear direction; 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, arranged on the vehicle body 60 and connected to the guide rail 51 to rotate the guide rail 51.

[0054] As described above, each guide member 50 includes a guide rail 51, a link moving unit 52, and a link driving unit 53. The guide rail 51 is a screw extending in the front-to-rear direction of the vehicle body 60. When the guide rail 51 rotates, the link moving unit 52 can be threadedly engaged with the guide rail 51 to move along the guide rail 51. Here, the guide rail 51 is rotated by the link driving unit 53 arranged on the vehicle body 60. In addition, 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, the ball 32 is provided on the link connector 31, and the ball 32 is inserted into the ball bearing connector 52b, so that the link connector 31 is rotatably connected to the link moving unit 52.

[0055] The guide rail 51, the link moving unit 52 and the link driving unit 53 as described above are arranged at each position among 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 body 10 can be changed according to the position of the link moving unit 52 set in the front and rear positions above and below the vehicle body 60, thereby changing the position of the wheel body 10.

[0056] Here, since the guide members 50 are arranged at front and rear positions above and below the vehicle body 60, the guide rails 51 are arranged at front and rear positions. The front guide rails 51a can be rotatably connected to the rear guide rails 51b via bearings 61 arranged on the vehicle body 60, respectively.

[0057] like Figure 4 As shown, since the guide rails 51 are arranged in 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 can be changed.

[0058] Specifically, when the link moving unit 52 disposed in the front guide rail 51a and the link moving unit 52 disposed in the rear guide rail 51b are driven by the link driving unit 53 to move away from each other, the angle between the link connectors 31 connected to the link moving units 52 increases. Conversely, when the link moving unit 52 disposed in the front guide rail 51a and the link moving unit 52 disposed in the rear guide rail 51b are driven by the link driving unit 53 to move toward each other, the angle between the link connectors 31 connected to the link moving units 52 decreases. In this way, the angles of the upper link connector 31 and the lower link connector 31 change according to the moved positions of the link moving units 52 disposed in the upper front-rear position and the lower front-rear position, thereby changing the position of the wheel body 10 and thereby changing the position of the vehicle.

[0059] In addition, the front rail 51a and the rear rail 51b are connected to and supported by the bearing 61 arranged on the vehicle body 60, thereby improving their strength. 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.

[0060] In addition, the wheel body 10, the steering drive 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 drive unit 20 and the wheel moving unit 30 may be controlled separately. Figure 6 As shown, the positions of the wheel and tire units H provided on the front and rear wheels of the vehicle body 60 can be adjusted independently of each other, thereby providing various driving characteristics according to various driving conditions.

[0061] In the vehicle suspension apparatus according to the embodiment of the present invention as described above, the positions of the wheel and the tire unit H, each including the wheel main body 10 , may be changed as follows.

[0062] Specifically, if Figure 1 As shown, in the initial stage, none of the link driving units 53 of the vehicle body 60 are 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 body 10 remains in the initial position.

[0063] In addition, if Figure 7 and Figure 8 As shown, 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, so that the angle and length of the link connector 31 are changed in coordination with the position of the link moving unit 52, thereby changing the position of the wheel body 10.

[0064] Accordingly, if Figure 7 As shown, the wheel body 10 can move downward and backward. Figure 8 As shown, the wheel body 10 can be moved upward and forward. The position of the wheel 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 body 10 to suit the driving conditions of the vehicle.

[0065] In the vehicle suspension device having the above structure, the wheel and tire units H can be driven independently of each other, and the positions of the wheel and tire units H can be individually changed, so that the positions of the wheel and tire units H can be controlled in an optimized manner according to various driving conditions of the vehicle. In addition, since the wheel and tire units H are arranged on the vehicle body using a link connection structure, structural strength can be achieved.

[0066] 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.

Claims

1. Vehicle suspension system, including: a wheel body on which the wheel and tire unit is to be mounted; a steering drive unit configured to transmit a driving force to rotate the wheel body in a lateral direction of the vehicle body so that the wheel and tire unit will rotate together with the wheel body; a wheel moving unit arranged on the vehicle body so as to be movable in the front-rear direction and configured such that the position of the wheel moving unit changes in the up-down direction, and connected to the wheel main body to support the wheel main body so that the position of the wheel main body changes in response to movement of the wheel moving unit in the front-rear direction and change in position in the up-down direction; as well as 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 movement of the wheel main body in the up-down direction; wherein the wheel body includes a support member extending from the wheel body in the up-down direction; and The shock absorber includes brackets rotatably mounted on upper and lower supports of the wheel body, and elastic members respectively arranged between an upper bracket in the bracket and the wheel body and between a lower bracket in the bracket and the wheel body, wherein the elastic members are configured to absorb vibrations transmitted through the wheel body.

2. The vehicle suspension device according to claim 1, wherein: The wheel body comprises: a housing on which the steering drive unit and the wheel moving unit are arranged; and A wheel base is rotatably arranged on the housing, and a tire wheel of the wheel and tire unit can be mounted on the wheel base.

3. The vehicle suspension device according to claim 1, wherein: The steering drive unit is arranged 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 main body.

4. The vehicle suspension device according to claim 3, wherein: The steering drive unit includes a motor generating a rotational force, disposed on the upper bracket, and connected to an upper support of the wheel body through gear engagement.

5. The vehicle suspension device according to claim 1, wherein: The vehicle body is provided with a plurality of guide members spaced apart from each other in the up-down direction and extending in the front-rear direction; and The wheel moving unit includes a plurality of link connectors arranged above and below the wheel body, wherein a first end of each of the link connectors is rotatably connected to a corresponding guide among 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.

6. The vehicle suspension device according to claim 5, wherein: The plurality of guide members are located at front and rear positions above and below the vehicle body; and Some of the multiple link connectors are connected to upper guides among the multiple guides located at front and rear positions above the vehicle body and the upper bracket, and other link connectors of the multiple link connectors are connected to lower guides among the multiple guides located at front and rear positions below the vehicle body and the lower bracket.

7. The vehicle suspension device according to claim 5, wherein: Each of the connecting rod connectors includes a cylinder rotatably connected to a corresponding bracket among the brackets; and a piston configured to retract into and extend from the cylinder and rotatably connected to a corresponding guide among the plurality of guides.

8. The vehicle suspension device according to claim 5, wherein: Each of the guide members includes: a guide rail extending from the vehicle body in the front-rear direction; a link moving portion 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 portion; and a link driving unit arranged on the vehicle body and connected to the guide rail to rotate the guide rail.

9. The vehicle suspension device according to claim 8, wherein: The plurality of guide members are arranged at front and rear positions above and below the vehicle body so that the guide rails are respectively provided at front and rear positions; and The guide rails at the front position are rotatably connected to the guide rails at the rear position via bearings arranged on the vehicle body, respectively.

10. 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 the front and rear wheels of the vehicle body, and the steering drive unit and the wheel moving unit are configured to be separately controlled.

11. A vehicle suspension device comprising: body; a wheel body, including a shell; a wheel and tire unit mounted on the wheel body; a steering drive unit, arranged on the housing of the wheel body; a wheel moving unit disposed on the vehicle body and configured to be movable in a front-rear direction; as well as a shock absorber connected to the wheel body and the wheel moving unit; Wherein, the wheel body comprises: an upper support member extending upward from the wheel body; a lower support member extending downward from the wheel body; Wherein, the shock absorber comprises: an upper bracket mounted on the upper support member to allow the upper support member to rotate relative to the upper bracket; a lower bracket mounted on the lower support member to allow the lower support member to rotate relative to the lower bracket; a first elastic member disposed between the upper bracket and the wheel body; and The second elastic member is arranged between the lower bracket and the wheel body.

12. The vehicle suspension device according to claim 11, wherein: The wheel moving unit is configured to support the wheel main body.

13. The vehicle suspension device according to claim 11, wherein: The wheel and tire unit includes bolt fastening holes, and wherein the wheel and tire unit is mounted on the wheel body by bolt fastening.

14. The vehicle suspension device according to claim 11, wherein: The wheel body further includes a wheel base rotatably disposed on the housing of the wheel body.

15. The vehicle suspension device of claim 11, wherein: The wheel moving unit is arranged on the housing of the wheel body; and The wheel and tire unit is mounted on the wheel base.

16. The vehicle suspension device of claim 11, wherein: The vehicle body includes a plurality of guide members spaced apart from each other in the up-down direction and extending in the front-rear direction; The wheel moving unit includes a plurality of link connectors arranged above and below the wheel body; The first end of each of the link connectors is rotatably connected to a corresponding one of the plurality of guides; and The second end of each of the link connectors is rotatably connected to a corresponding one of the upper bracket and the lower bracket.

17. The vehicle suspension device according to claim 16, wherein: Each of the connecting rod connectors includes a cylinder rotatably connected to a corresponding one of the upper bracket and the lower bracket and a piston rotatably connected to a corresponding one of the plurality of guides, wherein the piston is configured to retract into and extend from the cylinder.

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