Independent suspension system

Abstract

An independent suspension system includes a steering unit configured to adjust a steering angle of a wheel, a shock absorber engaged with the wheel so as to absorb an impact applied to the wheel, and the shock absorber includes a first shock absorber and a second shock absorber, each of the first shock absorber and the second shock absorber being arranged on opposite side surfaces of the wheel in a front-rear direction, and a link unit provided between the shock absorber and the steering unit so as to change a distance between the wheel and the steering unit. The link unit includes a first upper arm provided between the first shock absorber and the steering unit, a second upper arm provided between the second shock absorber and the steering unit, and a ground clearance adjustment unit engaged with the first upper arm and the second upper arm so as to change a distance between the first upper arm and the second upper arm.

Description

Technical Field

[0001] This disclosure relates to an independent suspension system. More specifically, this disclosure relates to an independent suspension system that engages with each wheel of a vehicle and has a structure for changing the distance between the vehicle body and the wheels, thereby providing improved ride comfort for passengers. Background Technology

[0002] A conventional vehicle suspension system connects the wheel axles and the vehicle body to prevent vibrations or shocks (received by the wheel axles from the road surface during vehicle operation) from being directly transmitted to the vehicle body, thereby preventing damage to the vehicle body or cargo and improving ride comfort. Typically, a suspension system includes suspension springs, shock absorbers, and stabilizers. The suspension springs absorb shocks received from the road surface, the shock absorbers dampen the vibrations of the suspension springs to improve ride comfort, and the stabilizers prevent vehicle roll.

[0003] Commercial vehicles primarily use solid axle suspension systems, where the left and right wheels are connected via a single axle. Suspension springs mainly consist of leaf springs or air springs.

[0004] The steering system of a commercial vehicle (which uses a solid axle suspension system) includes a steering arm, a tie rod, and a lateral tie rod. The steering arm is rotatably mounted to the output shaft of the steering transmission. The tie rod transmits the movement of the steering arm to the steering knuckle arm, which receives the movement of the tie rod to operate the steering knuckle shaft. The lateral tie rod connects the left and right steering knuckle arms.

[0005] In commercial vehicles equipped with solid axle suspension systems using air springs and the aforementioned steering system, air springs serve only as a replacement for leaf springs and do not significantly improve ride comfort or steering characteristics. Furthermore, the structural characteristics of solid axle suspension systems make it difficult to achieve precise geometry and increase design freedom.

[0006] In recent years, independent steering suspension systems have been developed, in which the steering angle of the wheels is input to each suspension system via a motor assembly. However, the aforementioned independent steering suspension systems have the following problem: the shock absorbers need to protrude in the height direction of the vehicle in order to align with the steering axis of the motor assembly.

[0007] In addition, such as Figure 1 As shown, when one end of the shock absorber is fixed to the vehicle frame, the length of the shock absorber changes little when the wheels are traveling on uneven roads, resulting in a deterioration in ride comfort.

[0008] Therefore, there is a need for a suspension system that can provide improved ride comfort in various driving conditions by changing the height between the wheels and the vehicle body.

[0009] The information disclosed in this background section is only intended to enhance the understanding of the background of this disclosure, and therefore, this information may contain information that does not constitute related technology known to those skilled in the art. Summary of the Invention

[0010] This disclosure attempts to solve the aforementioned problems related to the related technology, and one objective of this disclosure is to provide an independent suspension system capable of changing the distance between the wheel and the vehicle body.

[0011] Another objective of this disclosure is to provide an independent suspension system that can support left and right turns of the wheel as well as changes in camber angle.

[0012] The objectives of this disclosure are not limited to those mentioned above, and other objectives not mentioned herein will be clearly understood by those skilled in the art through the following description, and will become apparent with reference to embodiments of this disclosure. Furthermore, the objectives of this disclosure will be achieved by the components described herein and combinations thereof.

[0013] In one aspect, this disclosure provides an independent suspension system comprising: a steering unit configured to adjust the steering angle of a wheel in a lateral direction; a shock absorber engaged with a wheel to absorb shocks applied to the wheel, the shock absorber including a first shock absorber and a second shock absorber, each of the first and second shock absorbers being arranged in a longitudinal direction on opposite side surfaces of the wheel; and a linkage unit disposed between the shock absorber and the steering unit to change the distance between the wheel and the steering unit. The linkage unit includes: a first upper arm disposed between the first shock absorber and the steering unit; a second upper arm disposed between the second shock absorber and the steering unit; and a ground clearance adjustment unit engaged with the first and second upper arms to change the distance between the first and second upper arms.

[0014] The steering unit can be controlled so that the steering angle to be applied to the wheels is set by the steering input unit located at the vehicle body.

[0015] The ground clearance adjustment unit may include: a fixed bracket disposed in an opening in a first upper arm; a guide bracket disposed in an opening in a second upper arm; a height adjustment part engaging with the fixed bracket; and a distance adjustment threaded component engaging with the fixed bracket and the guide bracket, the distance adjustment threaded component contacting the height adjustment part at one end such that the distance adjustment threaded component rotates by the driving force of the height adjustment part. The distance between the fixed bracket and the guide bracket can be changed by the rotation of the distance adjustment threaded component.

[0016] The independent suspension system may also include a guide that is configured to pass through the steering unit and engage with a distance adjustment thread, and the guide can move integrally with the distance adjustment thread in the vertical direction depending on the direction of rotation of the distance adjustment thread.

[0017] The fixed bracket may include a fixed protrusion formed on opposite side surfaces of the fixed bracket to engage with the first upper arm. As the distance adjusting thread rotates, the fixed bracket can rotate about the angle of inclination of the fixed protrusion relative to the first upper arm, such that the distance adjusting thread remains in a horizontal orientation.

[0018] The guide bracket may include a guide protrusion formed on opposite side surfaces of the guide bracket and rotatable about the guide protrusion to face the fixed bracket.

[0019] The distance between the steering unit and the wheel can be increased as the first and second upper arms move closer to each other relative to the ends of them that engage with the steering unit.

[0020] The distance between the steering unit and the wheel can be reduced as the first and second upper arms move away from each other relative to the ends of them that engage with the steering unit.

[0021] Independent suspension systems may also include wheel bushings located at the point where the wheel engages with the shock absorber.

[0022] Independent suspension systems may also include support bushings located at the points where the shock absorber and steering unit engage with each other.

[0023] Other aspects of this disclosure and preferred embodiments are discussed below.

[0024] It should be understood that the term "vehicle" or "of a vehicle" or other similar terms as used herein include motor vehicles in a broad sense, such as: passenger vehicles including SUVs, buses, trucks, and various commercial vehicles; water vehicles including various boats and ships; aircraft; and hybrid vehicles, electric vehicles, plug-in hybrid vehicles, hydrogen-powered vehicles, and other vehicles using alternative fuels (e.g., fuels derived from resources other than petroleum). When referred to herein, a hybrid vehicle is a vehicle having two or more power sources, such as a gasoline-powered and an electric-powered vehicle.

[0025] The above-described features and other features of this disclosure are discussed below. Attached Figure Description

[0026] The above and other features of this disclosure will now be described in detail with reference to certain exemplary embodiments of this disclosure illustrated in the accompanying drawings, which are given by way of example only and are not intended to limit the scope of this disclosure. In the drawings:

[0027] Figure 1 This is a view showing the configuration of a conventional suspension system;

[0028] Figure 2 This is a perspective view of an independent suspension system according to an embodiment of the present disclosure;

[0029] Figure 3 This is a view showing the configuration of the shock absorbers in an independent suspension system according to an embodiment of the present disclosure;

[0030] Figure 4 This is a view showing the steering unit of an independent suspension system according to an embodiment of the present disclosure;

[0031] Figure 5A This is a view showing the ground clearance adjustment unit of an independent suspension system according to an embodiment of the present disclosure;

[0032] Figure 5B This is an enlarged view showing the fixed bracket of an independent suspension system according to an embodiment of the present disclosure;

[0033] Figure 5C This is an enlarged view showing the mounting bracket of an independent suspension system according to another embodiment of the present disclosure;

[0034] Figure 5D This is an enlarged view showing the guide bracket of an independent suspension system according to an embodiment of the present disclosure;

[0035] Figure 5E This is a view showing the guide element of an independent suspension system according to an embodiment of the present disclosure;

[0036] Figure 6 This is a view showing the engagement position of the bushings in an independent suspension system according to an embodiment of the present disclosure;

[0037] Figure 7 This is a view showing the operation of an independent suspension system according to an embodiment of the present disclosure.

[0038] It should be understood that the accompanying drawings are not necessarily drawn to scale, and these drawings present a slightly simplified representation of several features illustrating the basic principles of this disclosure. As disclosed herein, the specific design features of embodiments of this disclosure (including, for example, specific dimensions, orientations, locations, and shapes) will be determined in part by the specific intended application and environment of use.

[0039] In the accompanying drawings, throughout several drawings, the same reference numerals refer to the same or equivalent parts of this disclosure. Detailed Implementation

[0040] In the following, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. However, the present disclosure may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided so that the present disclosure will become thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0041] The terms “…part,” “…unit,” and “…system” described in this specification refer to a unit for performing at least one function or operation and may be implemented as a hardware component, a software component, or a combination of hardware and software components.

[0042] Furthermore, in the following description, the terms "first" and "second" are used only to avoid confusion of the parts they refer to, and not to indicate the order or importance of the parts or the relationship between the parts.

[0043] The independent suspension system disclosed herein refers to a suspension system engaged with each wheel. In the case of multi-wheel vehicles, each wheel can be equipped with an independent suspension system capable of independent steering.

[0044] In the following description, the embodiments will be described in detail with reference to the accompanying drawings. In the following description and drawings, components with the same functional configuration are designated by the same reference numerals, and repeated explanations thereof will be omitted.

[0045] This disclosure relates to an independent suspension system that is configured at each wheel to allow each wheel to rotate independently.

[0046] Furthermore, this disclosure is mounted to each wheel and configured to allow the wheel's steering angle to change in the fore-and-aft direction without any restriction. The steering angle can be controlled by a controller (not shown) so that the steering angle of the independent suspension system mounted to each wheel can differ from the steering angle of other independent suspension systems. Additionally, the wheels of this disclosure may include in-wheel motors (hub motors).

[0047] In addition, the controller disclosed herein can receive steering input signals input to the vehicle, can receive information about the driving environment and road conditions through sensors (not shown) installed in the vehicle, and can change the height of the independent suspension system.

[0048] In the following text, the engagement relationships between the components of the independent suspension system according to an embodiment of the present disclosure, which are mounted to each wheel, will be described.

[0049] Figure 2 This is a perspective view of an independent suspension system 10 according to an embodiment of the present disclosure.

[0050] As shown in the figure, the independent suspension system 10 includes: a shock absorber 300 configured to absorb impacts applied to the wheel 400; a linkage unit 200 engaged with the upper end of the shock absorber 300; and a steering unit 100 disposed on the linkage unit 200 and including a steering input 110 for controlling the steering angle of the wheel 400. The linkage unit 200 is used to change the distance between the steering unit 100 and the wheel 400.

[0051] Shock absorber 300 engages with the central axis of wheel 400 and extends rearward on opposite side surfaces of wheel 400. First shock absorber 310 engages with first upper arm 210, and second shock absorber 320 engages with second upper arm 220. Each of the first shock absorber 310 and the second shock absorber 320 includes two rods that contact opposite side surfaces of wheel 400. In other words, according to an embodiment of this disclosure, shock absorber 300 includes four rods engaged with the central axis of wheel 400. Of these four rods, two forward-extending rods are included in the first shock absorber 310, and two rearward-extending rods are included in the second shock absorber 320.

[0052] In addition to the first shock absorber 310 and the second shock absorber 320 that engage with the central axis of the wheel 400, the shock absorber 300 also includes a wheel bushing 330 surrounded by the first shock absorber 310 and the second shock absorber 320 (see...). Figure 3The wheel bushing 330 may surround the central axis of the wheel 400, and the first shock absorber 310 and the second shock absorber 320 may surround the outer surface of the wheel bushing 330. Due to road impacts and lateral forces generated due to changes in steering angle, the wheel bushing 330 of this disclosure may compress or extend along three axes.

[0053] The steering unit 100 includes a steering input section 110 and a frame 120. The steering input section is fixed to the vehicle body, and the frame is disposed adjacent to the steering input section 110 to allow the independent suspension system 10 to rotate as a whole. When a steering input signal from the controller is applied to the steering input section, the steering input section 110 applies a rotational force to the frame 120, and the frame 120 rotates as a whole with the wheel 400, thereby changing the steering angle of the wheel 400.

[0054] In embodiments of this disclosure, the steering input 110 may be implemented as a motor. In another embodiment, the steering input 110 may be implemented as a pinion gear that engages with the frame 120 to allow the independent suspension system 10 to rotate as a whole.

[0055] The linkage unit 200 includes two links arranged in a longitudinal direction to engage with a first shock absorber 310 and a second shock absorber 320, respectively. The linkage unit 200 includes a first upper arm 210 engaging with the first shock absorber 310 and a second upper arm 220 engaging with the second shock absorber 320. Additionally, the linkage unit 200 includes a ground clearance adjustment unit 230 that passes through openings in the first upper arm 210 and the second upper arm 220, and adjusts the distance between the steering unit 100 and the wheel 400 by changing the distance between the first upper arm 210 and the second upper arm 220.

[0056] The ground clearance adjustment unit 230 includes a fixed bracket 231, a guide bracket 232, and a distance adjustment threaded component 233. The fixed bracket is located in an opening in the first upper arm 210, and the guide bracket is located in an opening in the second upper arm 220. The distance adjustment threaded component is configured to engage with the fixed bracket 231 and the guide bracket 232 to be positioned between the fixed bracket and the guide bracket. The distance between the first upper arm 210 and the second upper arm 220 changes according to the amount of rotation of the distance adjustment threaded component 233. For this purpose, the ground clearance adjustment unit 230 also includes a height adjustment section 234, which is positioned at the fixed bracket 231 such that the rotational force of the height adjustment section is applied to the distance adjustment threaded component. The height adjustment section 234 contacts the distance adjustment threaded component 233, causing the distance adjustment threaded component to rotate in two directions.

[0057] The guide bracket 232, which contacts the outer surface of the distance adjustment thread 233, moves longitudinally under the rotational force of the distance adjustment thread 233. As the guide bracket 232 moves, the second upper arm 220, which engages with the guide bracket 232, also moves, thereby changing the distance between the second upper arm 220 and the first upper arm 210. That is, when the rotational force of the distance adjustment thread 233 is applied, the angle formed by the end of the first upper arm 210 that engages with the steering unit 100 and the end of the second upper arm 220 that engages with the steering unit changes. The distance between the steering unit 100 and the wheel 400 is greatest when the first upper arm 210 and the second upper arm 220 are closest to each other, and the distance between the steering unit 100 and the wheel 400 is smallest when the first upper arm 210 and the second upper arm 220 are farthest apart. When the rotational force of the distance adjustment thread 233 is applied, the first upper arm 210 and the second upper arm 220 remain symmetrical about each other with respect to their centerline in the height direction.

[0058] Furthermore, the distance adjustment thread 233 is configured such that at least a portion of it resides within a guide 235 passing through the steering unit 100. The guide 235 guides the positional change of the distance adjustment thread 233 in the height direction. The guide 235 guides the positional change of the distance adjustment thread 233 in the height direction according to the angular change between the first upper arm 210 and the second upper arm 220.

[0059] Figure 3 The shock absorber 300 engaged with the wheel 400 and the wheel bushing 330 mounted around the central axis of the wheel 400 are shown.

[0060] As shown in the figure, the first shock absorber 310 and the second shock absorber 320 engage with the central axis of the wheel 400 on one side surface of the wheel 400. One end of the first shock absorber 310 and one end of the second shock absorber 320 are coaxial with the central axis of the wheel 400. The wheel bushing 330 is configured to surround the central axis of the wheel 400, and the outer surface of the wheel bushing 330 is surrounded by the first shock absorber 310 and the second shock absorber 320. Furthermore, when braking force is generated in the vehicle, the independent suspension system 10 of this disclosure can achieve positive toe-in or negative toe-out by controlling the spring stiffness of the first shock absorber 310 (composed of two rods) and the spring stiffness of the second shock absorber 320 (composed of two rods).

[0061] In embodiments of this disclosure, one end of the first shock absorber 310 is positioned facing the wheel 400, and one end of the second shock absorber 320 is located on the side surface of the first shock absorber 310. Furthermore, a wheel bushing 330 is located within the first shock absorber 310 and the second shock absorber 320. The shock absorber 300 may also include a bracket via which the first shock absorber 310 and the second shock absorber 320 engage with the outer side of the central axis of the wheel 400.

[0062] The wheel bushing 330 is configured to absorb impacts applied to the rotating shaft of the wheel 400. Furthermore, the wheel bushing 330 is configured to compress and extend along three axes to absorb lateral forces and road impacts applied to the wheel 400.

[0063] Figure 4 This is an enlarged view of the steering unit 100, including the steering input section 110.

[0064] The steering input unit 110 engages with the vehicle body, thereby allowing the steering unit 100, linkage unit 200, and shock absorber 300 to rotate as a whole. The steering input unit 110 can be implemented as a drive motor and can be engaged with the frame 120 via a rack and pinion transmission.

[0065] As one embodiment of this disclosure, the steering input unit 110 is configured to use a worm gear, and the steering unit 100 rotates relative to the vehicle body by the rotational force of the worm gear coupled with the motor.

[0066] The aforementioned steering input unit 110 causes the frame 120 of the steering unit 100 to rotate in response to the user steering input received by the controller, and thus the shock absorber 300 and the linkage unit 200 (which engages with the steering unit 100) rotate together with the steering unit 100 in the direction corresponding to the steering input of the wheel 400.

[0067] Figure 5A The ground clearance adjustment unit 230 of the linkage unit 200 of this disclosure is shown.

[0068] A ground clearance adjustment unit 230 is disposed between the first upper arm 210 and the second upper arm 220, and is located below the steering unit 100. The ground clearance adjustment unit 230 includes a fixed bracket 231 located in an opening of the first upper arm 210 and a guide bracket 232 located in an opening of the second upper arm 220. A distance adjustment thread 233 is configured to rotate while being fixed at one end to the fixed bracket 231 and is arranged to pass through the guide bracket 232. The outer surface of the distance adjustment thread 233 contacts the inner surface of a through hole in the guide bracket 232. Therefore, the distance between the guide bracket 232 and the fixed bracket 231 is changed by rotating the distance adjustment thread 233, and thus the angle formed between the first upper arm 210 and the second upper arm 220 is changed.

[0069] One end of the distance adjusting thread 233 located at the fixed bracket 231 contacts the height adjusting part 234. The height adjusting part 234 is configured to generate a rotational force on the distance adjusting thread 233 in response to a request from the controller.

[0070] Furthermore, the first upper arm 210 and the second upper arm 220 are arranged symmetrically with respect to the centerline of the steering unit 100 in the height direction. As the first upper arm 210 and the second upper arm 220 move closer to each other, the distance adjusting thread 233 is moved further away from the lower surface of the steering unit 100. At least a portion of the distance adjusting thread 233 is located within a guide 235 that passes through the steering unit 100. The guide 235 is used to guide the positional change of the distance adjusting thread 233 in the height direction according to the change in the distance between the first upper arm 210 and the second upper arm 220.

[0071] like Figure 5B As shown, the fixed bracket 231 includes a fixing protrusion 236 formed on two opposing side surfaces of the fixed bracket facing the inner surface of the opening in the first upper arm 210. Due to the fixing protrusion 236, when the angle of the first upper arm 210 changes, the fixed bracket 231 rotates while remaining perpendicular to the distance adjustment thread 233.

[0072] The height adjustment part 234 is located on the outer surface of the fixed bracket 231 and is engaged with one end of the distance adjustment thread 233 by means of a transmission device (gear), so that the distance adjustment thread 233 is rotated by the rotational force of the height adjustment part 234.

[0073] The distance adjusting threaded component 233 rotates freely relative to the through hole in the fixed bracket 231 and the guide component 235. However, because the distance adjusting threaded component 233 is in contact with the inner surface of the through hole in the guide bracket 232, the guide bracket 232 moves along the longitudinal direction of the distance adjusting threaded component 233 when the distance adjusting threaded component 233 rotates.

[0074] Figure 5C A distance adjusting threaded member 1233 is shown as another embodiment of this disclosure, which is implemented as a rack and pinion drive.

[0075] The distance adjusting threaded part 1233 includes a region formed as a rack and pinion drive, and the region of the rack and pinion drive engages with a pinion drive provided on the drive shaft of the height adjusting part 1234.

[0076] The distance adjustment thread 1233, including the area of ​​the rack and pinion drive, passes through the fixed bracket 1231 and the guide bracket 1232. Therefore, when the pinion drive of the height adjustment unit 1234 rotates, the distance between the guide bracket 1232 and the fixed bracket 1231 changes.

[0077] like Figure 5D As shown, the guide bracket 232 includes a guide protrusion 237 formed on two opposing side surfaces of the inner surface of the guide bracket facing the opening in the second upper arm 220. The guide protrusion 237 serves as a rotation axis for the guide bracket 232. The guide bracket 232 includes a through hole, the inner surface of which contacts the distance adjustment thread 233.

[0078] When the distance adjusting thread 233 rotates, the guide bracket 232 moves along the longitudinal direction of the distance adjusting thread 233. At this time, the guide bracket 232 rotates about the guide protrusion 237 relative to the movement of the second upper arm 220, and thus remains perpendicular to the distance adjusting thread 233.

[0079] In conclusion, such as Figures 5B to 5D As shown, the fixed bracket 231 and the guide bracket 232 face each other in a parallel state, and when the distance adjusting thread 233 rotates, the guide bracket 232 moves along the longitudinal direction of the distance adjusting thread 233. In addition, the second upper arm 220 and the first upper arm 210 move simultaneously in response to the movement of the guide bracket 232, thereby changing the distance between the second upper arm and the first upper arm.

[0080] Furthermore, since the fixed bracket 231 and the guide bracket 232 can rotate relative to the inner surface of the opening in the first upper arm 210 and the inner surface of the opening in the second upper arm 220, the fixed bracket 231 and the guide bracket 232 always face each other in a parallel state, regardless of whether the distance adjusting thread 233 rotates.

[0081] Figure 5E A guide 235 is shown, which is configured to guide the adjustment of the position of the threaded member 233 in the height direction according to the change in distance between the first upper arm 210 and the second upper arm 220.

[0082] The guide 235 engages with the portion of the distance adjusting thread 233 positioned between the fixed bracket 231 and the guide bracket 232 and passes through the steering unit 100. When the distance adjusting thread 233 rotates, the angle formed by the first upper arm 210, the second upper arm 220, and the steering unit 100 changes, and therefore, the distance adjusting thread 233 moves in the height direction. To guide the movement of the distance adjusting thread 233 in the height direction, the guide 235 is arranged to pass through the steering unit 100.

[0083] When the distance adjusting thread 233 rotates, causing the distal ends of the first upper arm 210 and the second upper arm 220 to move away from each other, the distance adjusting thread 233 moves downward in the height direction, while the guide 235 moves as a whole with the distance adjusting thread 233 in the direction of movement of the distance adjusting thread 233.

[0084] On the other hand, when the distance adjusting thread 233 rotates so that the distal ends of the first upper arm 210 and the second upper arm 220 move closer to each other, the distance adjusting thread 233 moves upward in the height direction, while the guide 235 moves as a whole with the distance adjusting thread 233 in the direction of movement of the distance adjusting thread 233.

[0085] That is, the guide 235 is configured to pass through the steering unit 100 in order to guide the movement of the distance adjusting thread 233 in the height direction.

[0086] Figure 6 This is a view showing the engagement position of the bushings in an independent suspension system 10 according to an embodiment of the present disclosure.

[0087] When a vehicle is in motion, a lateral force is generated in the lateral direction, and this lateral force is applied to the inside of the wheel, resulting in a corresponding change in toe angle. This change in toe angle is a factor related to vehicle stability during cornering. To cope with the change in toe angle, the independent suspension system 10 of this disclosure includes a plurality of bushings disposed at positions where the first shock absorber 310 and the second shock absorber 320 engage with the central axis of the wheel 400 on opposite side surfaces of the wheel 400, and at positions where the first shock absorber 310 and the second shock absorber 320 engage with the first upper arm 210 and the second upper arm 220.

[0088] Specifically, the wheel bushing 330 is located at the position where the first shock absorber 310 and the second shock absorber 320 engage with the central shaft of the wheel 400, and the support bushing 240 is located at the position where the first shock absorber 310 and the second shock absorber 320 engage with the first upper arm 210 and the second upper arm 220.

[0089] The stiffness of the wheel bushing 330 and the support bushing 240 can be set to control the positive toe angle or toe angle of the wheel 400 and the positive camber angle or negative camber angle of the wheel 400 together with the spring stiffness of the shock absorber 300.

[0090] That is, the independent suspension system 10 of this disclosure includes a shock absorber 300 consisting of four rods and bushings disposed in six positions, and thus can control the positive toe angle / toe angle and camber range of the wheels when the vehicle is traveling or braking.

[0091] Figure 7 The operation of the independent suspension system 10 is shown, wherein the distance between the steering unit 100 and the wheel 400 is changed by the ground clearance adjustment unit 230 of the linkage unit 200.

[0092] When the distance adjustment thread 233 rotates in one direction, causing the fixed bracket 231 and guide bracket 232 to be furthest apart from each other, the steering unit 100 moves to its lowest position in the height direction and is therefore closest to the wheel 400. Furthermore, the first upper arm 210 and the second upper arm 220 are furthest apart from each other in the longitudinal direction, and the shock absorber 300 is substantially horizontally oriented, thereby minimizing the degree of oscillation of the shock absorber 300. Therefore, the vehicle is able to maintain a smooth ride comfort while driving.

[0093] On the other hand, when the distance adjusting thread 233 rotates in opposite directions, causing the steering unit 100 to be furthest from the wheel 400, the first upper arm 210 and the second upper arm 220 are positioned closest to each other. At this time, as Figure 7 As shown in the right figure, the first upper arm 210 and the second upper arm 220 are basically oriented vertically in the height direction.

[0094] With the distance between the wheel 400 and the steering unit 100 maximized, the shock absorber 300 is essentially upright in the vertical direction, and the degree of vibration of the shock absorber 300 increases. Therefore, the shock absorber 300 can absorb most of the impacts caused by road conditions.

[0095] As described above, in the independent suspension system 10 of this disclosure, the distance between one end of the first upper arm 210 and one end of the second upper arm 220 is changed by the rotational force generated by the height adjustment unit 234, and thus the stroke ratio of the shock absorber 300 is changed, thereby effectively coping with various driving environments.

[0096] As is apparent from the above description, this disclosure provides the following effects through the above embodiments and through configuration, combination, and usage relationships.

[0097] The independent suspension system disclosed herein can change the distance between the vehicle body and the wheels according to the driving environment, thereby improving ride comfort.

[0098] In addition, the independent suspension system disclosed herein has sufficient stiffness along the three axes, thereby exhibiting improved cornering stability and high braking performance.

[0099] The above description is an illustration of this disclosure. The above disclosure is intended to illustrate and explain preferred embodiments of this disclosure, and this disclosure can be used in various other combinations, modifications, and environments. In other words, changes or modifications can be made to this disclosure within the scope of the concept disclosed herein, its equivalents, and / or within the skill and knowledge of the art. The described embodiments illustrate the best state for implementing the technical conception of this disclosure in the art, and various changes can be made to the embodiments according to the specific application and use requirements of this disclosure. Therefore, the above description is not intended to limit this disclosure to these embodiments. The appended claims should be construed as encompassing other such embodiments.

Claims

1. An independent suspension system, comprising: Steering unit, configured to adjust the steering angle of the wheels; A shock absorber, engaged with the wheel to absorb impacts applied to the wheel, the shock absorber comprising a first shock absorber and a second shock absorber, each of the first shock absorber and the second shock absorber being arranged in a front-rear direction on opposite side surfaces of the wheel. as well as A linkage unit, disposed between the shock absorber and the steering unit, is configured to change the distance between the wheel and the steering unit. The linkage unit includes: The first upper arm is disposed between the first shock absorber and the steering unit; The second upper arm is disposed between the second shock absorber and the steering unit; and A ground clearance adjustment unit engages with the first upper arm and the second upper arm, the ground clearance adjustment unit being configured to change the distance between the first upper arm and the second upper arm.

2. The independent suspension system of claim 1, wherein the steering unit is configured to control the steering angle applied to the wheels via a steering input located at the vehicle body.

3. The independent suspension system according to claim 1, wherein the ground clearance adjustment unit comprises: A fixing bracket is disposed in an opening located in the first upper arm; A guide bracket is disposed in an opening located in the second upper arm; The height adjustment part engages with the fixed bracket; as well as A distance-adjusting threaded component engages with the fixed bracket and the guide bracket. One end of the distance-adjusting threaded component is connected to the height-adjusting part, allowing the distance-adjusting threaded component to rotate under the driving force of the height-adjusting part. When the distance adjusting threaded component rotates, the distance between the fixed bracket and the guide bracket changes.

4. The independent suspension system according to claim 3 further includes: The guide extends through the steering unit and engages with the distance adjusting threaded component. The guide is configured to move in the vertical direction together with the distance adjusting threaded member according to the rotation of the distance adjusting threaded member.

5. The independent suspension system of claim 3, wherein the fixed bracket includes a fixed protrusion located on an opposite side surface of the fixed bracket to engage with the first upper arm, and in, When the distance adjusting threaded component rotates, the fixing bracket is configured to rotate about the angle of the fixing protrusion relative to the first upper arm, such that the distance adjusting threaded component remains in a horizontal orientation.

6. The independent suspension system of claim 5, wherein the guide bracket includes a guide protrusion located on opposite side surfaces of the guide bracket, and The guide bracket is configured to rotate about the guide protrusion to face the fixed bracket.

7. The independent suspension system according to claim 1, wherein, As the first upper arm and the second upper arm move closer to each other relative to the ends of the first upper arm and the second upper arm that engage with the steering unit, respectively, the distance between the steering unit and the wheel increases.

8. The independent suspension system according to claim 1, wherein, As the first upper arm and the second upper arm move further away from each other relative to the ends of the first upper arm and the second upper arm that engage with the steering unit, the distance between the steering unit and the wheel decreases.

9. The independent suspension system of claim 1 further includes wheel bushings disposed at the location where the wheel and the shock absorber engage with each other.

10. The independent suspension system of claim 1 further includes a support bushing disposed at the location where the shock absorber and the steering unit engage with each other.

11. The independent suspension system of claim 3, wherein the distance adjusting threaded component includes a rack and pinion mechanism configured to change the distance between the fixed bracket and the guide bracket according to the rotational force of the height adjusting portion.

12. The independent suspension system of claim 11, wherein the height adjustment unit includes a pinion drive configured to engage with the rack drive.

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