Independent suspension system

Abstract

An independent suspension system includes: a steering unit configured to be controlled to adjust the steering angle of a wheel; a shock absorber engaged with a wheel to absorb external shocks applied to the wheel and including a first shock absorber and a second shock absorber, each of the first and second shock absorbers being respectively arranged in a longitudinal direction on opposite side surfaces of the wheel; and a connecting unit disposed between the shock absorber and the steering unit to change the distance between the wheel and the steering unit. The connecting 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 and configured to change the distance between the wheel and the steering unit simultaneously by changing the distance between the first and second upper arms.

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 occupants. Background Technology

[0002] Traditional vehicle suspension systems connect the axles and the vehicle body to prevent vibrations or impacts received by the axles from the road surface from being directly transmitted to the vehicle body when the vehicle is in motion. This prevents damage to the vehicle body or cargo and improves ride comfort. Typically, a suspension system includes: suspension springs, which dampen impacts received from the road surface; shock absorbers, which dampen the vibrations of the suspension springs to improve ride comfort; and stabilizers, which suppress vehicle roll.

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

[0004] The steering system of such commercial vehicles using a solid axle suspension system includes: a steering rocker arm rotatably mounted to the output shaft of the steering gear; a steering tie rod that transmits the motion of the steering rocker arm to the steering knuckle arm; a steering knuckle arm that receives the motion of the steering tie rod to operate the steering knuckle shaft; and a tie rod connecting the left steering knuckle arm and the right steering knuckle arm.

[0005] In the aforementioned commercial vehicles equipped with solid axle suspension and steering systems using air springs, the air springs are merely used as a replacement for leaf springs and do not significantly improve ride comfort or steering characteristics. Furthermore, due to their structural characteristics, achieving precise geometry is difficult and it limits 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, a problem with these independent steering suspension systems is that the shock absorbers need to protrude in the vehicle's height direction 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 wheel travels over a protrusion, resulting in a deterioration in ride comfort.

[0008] Therefore, in recent years, there has been a need for a suspension system that can provide improved ride comfort in various driving environments 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 may contain information that does not form related technology known to a person skilled in the art in this country. Summary of the Invention

[0010] This disclosure aims to solve the aforementioned problems related to the prior art, and the purpose of this disclosure is to provide an independent suspension system capable of changing the distance between the wheel and the vehicle body.

[0011] Another object of this disclosure is to provide an independent suspension system capable of simultaneously controlling the movement of the connecting unit and the change in the vertical distance from the wheel to the connecting unit.

[0012] The objectives of this disclosure are not limited to those described above, and other objectives not mentioned herein will become apparent to those skilled in the art from the following description, and will be readily apparent with reference to embodiments of this disclosure. Furthermore, the objectives of this disclosure can be accomplished by the components and combinations thereof described in the appended claims.

[0013] On one hand, this disclosure provides an independent suspension system comprising: a steering unit configured to be controlled to adjust the steering angle of a wheel in the lateral direction; a shock absorber engaged with the wheel to absorb impacts 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 respectively arranged on opposite side surfaces of the wheel in the longitudinal direction; and a connecting unit disposed between the shock absorber and the steering unit to change the distance between the wheel and the steering unit. The connecting 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 while simultaneously changing the distance between the wheel and the steering unit.

[0014] The steering unit can be controlled to set the steering angle to be applied to the wheels via a steering input located on the vehicle body.

[0015] The ground clearance adjustment unit may include: a first fixed bracket located in an opening of a first upper arm; a second fixed bracket located in an opening of a second upper arm; a main shaft located between the first fixed bracket and the second fixed bracket to adjust the distance between the first fixed bracket and the second fixed bracket; a drive unit engaged with the main shaft to provide a driving force to the main shaft to change the distance between the first fixed bracket and the second fixed bracket; and a gear located between the drive unit and the main shaft to move the main shaft in the height direction using the driving force of the drive unit.

[0016] The gear section can engage with the gear of the drive unit to apply the rotational force of the drive unit to the main shaft section, while changing the distance between the gear section and the steering input section.

[0017] The independent suspension system may further include a first protrusion formed at the first fixed bracket and a first insertion hole formed in the first upper arm. The first protrusion can be inserted into the first insertion hole, such that the first fixed bracket is rotatably engaged with the first upper arm.

[0018] The independent suspension system may further include a second protrusion formed at the second fixed bracket and a second insertion hole formed in the second upper arm. The second protrusion can be inserted into the second insertion hole, such that the second fixed bracket is rotatably engaged with the second upper arm.

[0019] The independent suspension system may also include a cover unit configured to integrally surround at least a portion of the drive unit and the gear section.

[0020] The distance between the steering unit and the wheel can increase as the first and second upper arms move closer to each other relative to their ends that engage with the steering unit.

[0021] 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 their ends that engage with the steering unit.

[0022] The steering input may include a motor fixed to the vehicle body and a gear unit connected to a motor gear located in the motor's drive unit.

[0023] The gear unit can be implemented as a worm gear or a pinion gear.

[0024] Other aspects and exemplary embodiments of the invention are discussed below.

[0025] It should be understood that, as used herein, the terms "vehicle" or "of a vehicle" or other similar terms generally include motor vehicles, such as passenger cars including SUVs, buses, trucks, various commercial vehicles, various ships and marine vehicles, aircraft, etc., and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other vehicles powered by alternative fuels (e.g., fuels derived from resources other than petroleum). As described herein, a hybrid vehicle is a vehicle having two or more power sources, such as a gasoline-powered and an electric vehicle.

[0026] The above and other features of this disclosure are discussed below.

[0027] The methods and apparatus disclosed herein have other features and advantages that will become apparent from or are set forth in more detail in the accompanying drawings and the following detailed description, which together serve to explain certain principles of the invention. Attached Figure Description

[0028] 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, in which the drawings are given by way of illustration only and therefore do not limit the disclosure, and wherein:

[0029] Figure 1 This is a view showing the construction of a conventional suspension system;

[0030] Figure 2 This is a perspective view of an independent suspension system according to an embodiment of the present disclosure;

[0031] Figure 3 This is a view showing the steering unit of an independent suspension system according to an embodiment of the present disclosure;

[0032] Figure 4A This is a view showing the ground clearance adjustment unit of an independent suspension system according to an embodiment of the present disclosure;

[0033] Figure 4B This is an enlarged view of the mounting bracket of the ground clearance adjustment unit according to an embodiment of the present disclosure;

[0034] Figure 4C This is a view showing the engagement structure of the main shaft portion of the ground clearance adjustment unit according to an embodiment of the present disclosure;

[0035] Figure 4D This is a view showing the engagement relationship between the spindle and the drive unit according to an embodiment of the present disclosure; and

[0036] Figure 4E This is a cross-sectional view showing the cover unit of the ground clearance adjustment unit according to an embodiment of the present disclosure.

[0037] It is understood that the accompanying drawings are not necessarily drawn to scale and present slightly simplified representations of various features illustrating the basic principles of the invention. Specific design features of this disclosure, including, for example, specific dimensions, orientations, positions, and shapes, will be determined in part by the specific intended application and environment of use.

[0038] In the accompanying drawings, reference numerals throughout the several figures refer to the same or equivalent parts of this disclosure. Detailed Implementation

[0039] 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 embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that the present disclosure will be thorough and complete, and will fully convey the scope of the present disclosure to those skilled in the art.

[0040] The terms “part,” “unit,” and “system” described in the specification refer to a unit for performing at least one function or operation, and can be implemented as a hardware component, a software component, or a combination of hardware and software components.

[0041] Furthermore, in the following description, the terms "first" and "second" are used only to avoid confusion of the specified components and do not indicate the order or importance of the components or the relationship between the components.

[0042] The independent suspension system disclosed herein refers to a suspension system engaged with each wheel. In the case of multi-wheeled vehicles, each wheel may be equipped with an independent suspension system capable of independent steering.

[0043] In the following description and drawings, 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 indicated by the same reference numerals, and repeated descriptions thereof will be omitted.

[0044] This disclosure relates to an independent suspension system that is configured at each wheel so that it can rotate independently.

[0045] Furthermore, the independent suspension system of this disclosure is mounted to each wheel and configured to allow unlimited variation in the wheel's steering angle. The steering angle can be controlled by a controller (not shown), enabling the independent suspension system mounted to each wheel to orient itself at an angle different from other independent suspension systems. Additionally, the wheels of this disclosure may include in-wheel motors.

[0046] Furthermore, the controller disclosed herein can receive steering input signals input to the vehicle, receive information about the driving environment and road conditions via sensors (not shown) installed in the vehicle, and can change the height of the independent suspension system.

[0047] In various embodiments of this disclosure, terms related to a control device (such as "controller," "control unit," "control device," or "control module") refer to a hardware device including a memory and a processor configured to perform one or more steps interpreted as an algorithmic structure. The memory stores the algorithmic steps, and the processor executes the algorithmic steps to perform one or more processes of a method according to various exemplary embodiments of this disclosure.

[0048] Furthermore, the controller according to this disclosure can be implemented using a non-volatile memory and a processor. The non-volatile memory is configured to store algorithms for controlling the operation of various components of the vehicle, or data regarding software commands for executing the algorithms. The processor is configured to perform the aforementioned operations using the data stored in the memory. The memory and processor can be separate chips. Alternatively, the memory and processor can be integrated into a single chip. The processor can be implemented as one or more processors. The processor can include various logic circuits and operational circuits, capable of processing data according to a program provided from the memory, and generating control signals based on the processing results.

[0049] The controller may be at least one microprocessor operated by a predetermined program, which may include a series of commands for performing the methods included in the various exemplary embodiments described above in this disclosure.

[0050] The engagement relationships between the components of an independent suspension system mounted to each wheel according to embodiments of the present disclosure will be described below.

[0051] Figure 2 This is a perspective view of an independent suspension system 10 according to an embodiment of the present disclosure.

[0052] 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 connecting unit 200 engaged with the upper end of the shock absorber 300; and a steering unit 100 disposed at the upper end of the connecting unit 200 and including a steering input 110 for controlling the steering angle of the wheel 400. The connecting unit 200 is used to change the distance between the steering unit 100 and the wheel 400.

[0053] The shock absorber 300 engages with the central axle of the wheel 400 and extends forward and rearward on opposite side surfaces of the wheel 400. Preferably, the first shock absorber 310 engages with the first upper arm 210, and the second shock absorber 320 engages with the 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 the wheel 400. In other words, according to an embodiment of the present disclosure, the shock absorber 300 includes four rods that engage with the central axle of the 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.

[0054] In addition to the first damper 310 and the second damper 320 that engage with the central axle of the wheel 400, the damper 300 also includes a wheel bushing surrounded by the first damper 310 and the second damper 320. The wheel bushing may surround the central axle of the wheel 400, and the first damper 310 and the second damper 320 may surround the outer surface of the wheel bushing. The wheel bushing of this disclosure can be compressed or expanded along three axes by road impacts and lateral forces caused by changes in steering angle.

[0055] The steering unit 100 includes a steering input section 110 fixed to the vehicle body and a frame 120 arranged adjacent to the steering input section 110 to allow the independent suspension system 10 to rotate as a whole. When a steering input signal is applied to it from the controller, 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.

[0056] As one embodiment of this disclosure, the steering input 110 may include a motor fixed to the vehicle body, and the gear unit engaged with the frame 120 may be implemented as a pinion, so that the independent suspension system 10 rotates as a whole.

[0057] In another embodiment of this disclosure, the frame 120 may be configured to engage with a gear unit implemented as a worm gear to receive rotational force from a steering input 110 including a motor. Thus, the frame 120 and the wheel 400 rotate integrally in response to the rotation of the worm gear.

[0058] The connecting unit 200 includes two connectors arranged in a front-rear direction to engage with the first shock absorber 310 and the second shock absorber 320, respectively. The connecting 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. Furthermore, the connecting unit 200 includes a ground clearance adjustment unit 230 that penetrates an opening in the first upper arm 210 and an opening in the second upper arm 220, and changes the distance between the steering unit 100 and the wheel 400 by altering the distance between the first upper arm 210 and the second upper arm 220. In various embodiments, the ground clearance adjustment unit 230 may have a rod shape as shown in the figures; however, the ground clearance adjustment unit is not limited to this.

[0059] The ground clearance adjustment unit 230 includes a first fixed bracket 231 located in an opening in the first upper arm 210, a second fixed bracket 232 located in an opening in the second upper arm 220, and a main shaft portion 260 that engages with the first and second fixed brackets 231 and 232 when arranged between them. The distance between the first upper arm 210 and the second upper arm 220 varies according to the amount of rotation of the main shaft portion 260. That is, the main shaft portion 260 engages with the first and second fixed brackets 231 and 232 such that the rotational force of the main shaft portion 260 is applied to the first and second fixed brackets, and the main shaft portion 260 is configured to rotate in both directions.

[0060] The second fixed bracket 232, which contacts the outer surface of the main shaft portion 260, moves longitudinally under the rotational force of the main shaft portion 260. When the second fixed bracket 232 moves, the second upper arm 220, which engages with the second fixed bracket 232, also moves, thus changing the distance between the second upper arm 220 and the first upper arm 210. That is, when the rotational force of the main shaft portion 260 is applied, the angle formed by one end of the first upper arm 210 and one end of the second upper arm 220, which engage with the steering unit 100, is changed. When the first upper arm 210 and the second upper arm 220 are positioned closest to each other, the distance between the steering unit 100 and the wheel 400 is maximized, and when the first upper arm 210 and the second upper arm 220 are positioned furthest from each other, the distance between the steering unit 100 and the wheel 400 is minimized. When the rotational force of the main shaft portion 260 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.

[0061] The spindle portion 260 engages with threaded grooves formed inside the first fixed bracket 231 and the second fixed bracket 232, and rotates by the rotational force of the drive unit 240, which is fixed to a plate on which the steering input portion 110 is arranged. Depending on the direction of rotation of the spindle portion 260, the first fixed bracket 231 and the second fixed bracket 232, which are threadedly engaged with the spindle portion 260, move away from or closer to each other.

[0062] Furthermore, the ground clearance adjustment unit 230 includes a gear portion 250 arranged between the drive unit 240 and the main shaft portion 260 to move the main shaft portion 260 in the height direction using the driving force of the drive unit 240. The gear portion 250 engages with the drive unit 240 to transmit the rotational force of the drive unit 240 to the main shaft portion 260 and move the main shaft portion 260 in the height direction using the rotational force of the drive unit 240. That is, the gear portion 250, receiving the rotational force of the drive unit 240, axially rotates the main shaft portion 260 to change the distance between the first fixed bracket 231 and the second fixed bracket 232, while simultaneously moving the main shaft portion 260 in the height direction in response to changes in the height of the first protrusion 233 of the first fixed bracket 231 and the second protrusion 234 of the second fixed bracket 232.

[0063] Figure 3 This is an enlarged view of the steering unit 100, including the steering input section 110.

[0064] The steering input 110 engages with the vehicle body, thereby allowing the steering unit 100, the connecting unit 200, and the shock absorber 300 to rotate as a single unit. The steering input 110 may be implemented as a drive motor and may include a gear unit that engages with the frame 120. The gear unit of this disclosure may be implemented as a pinion that engages with a recess formed in the frame 120.

[0065] In another embodiment of this disclosure, the steering input unit 110 may include a gear unit implemented as a worm gear. The steering unit 100 rotates relative to the vehicle body by the rotational force of the worm gear coupled to the motor.

[0066] The aforementioned steering input unit 110 rotates the frame 120 of the steering unit 100 in response to a steering input request received by the controller. Therefore, the shock absorber 300 and the connecting unit 200, which are engaged with the steering unit 100, rotate integrally with the steering unit 100 in the direction corresponding to the steering input of the wheel 400.

[0067] Figure 4A This is a perspective view of an independent suspension system including a ground clearance adjustment unit 230 according to an embodiment of the present disclosure.

[0068] The ground clearance adjustment unit 230 is configured to change the distance between the steering unit 100 and the wheel 400. The ground clearance adjustment unit 230 includes a main shaft portion 260 that engages with a first fixed bracket 231 and a second fixed bracket 232 and is disposed between them. The first fixed bracket is disposed in an opening in a first upper arm 210, and the second fixed bracket is disposed in an opening in a second upper arm 220. The main shaft portion 260 rotates by the rotational force of the drive unit 240, and the first fixed bracket 231 and the second fixed bracket 232, which engage with the main shaft portion 260, move longitudinally along the main shaft portion 260 due to the rotation of the main shaft portion 260.

[0069] When the spindle portion 260 rotates, the first fixed bracket 231 and the second fixed bracket 232 move along the longitudinal direction of the spindle portion 260 while being spaced equidistant from the center of the spindle portion 260. The first fixed bracket 231 and the second fixed bracket 232 surrounding the spindle portion 260 may have threaded grooves formed in their inner surfaces to engage with threads formed on the outer surface of the spindle portion 260. Due to this configuration, the distance between the first fixed bracket 231 and the second fixed bracket 232 changes as the spindle portion 260 rotates.

[0070] The first fixing bracket 231 includes a first protrusion 233 formed to engage with the first upper arm 210. The first protrusion 233 is inserted into a first insertion hole 211 formed in the opening of the first upper arm 210, such that the first fixing bracket 231 can rotate about the first protrusion 233.

[0071] The second fixing bracket 232 includes a second protrusion 234 formed to engage with the second upper arm 220. The second protrusion 234 is inserted into a second insertion hole 221 formed in an opening in the second upper arm 220, such that the second fixing bracket 232 can rotate about the second protrusion 234.

[0072] As one embodiment of this disclosure, the distance between the first fixed bracket 231 and the second fixed bracket 232 changes in response to the rotation of the main shaft portion 260, so the distance between the first upper arm 210 and the second upper arm 220 changes. Therefore, the angle formed by the first upper arm 210 and the first fixed bracket 231 and the angle formed by the second upper arm 220 and the second fixed bracket 232 change.

[0073] That is, the angle change caused by the change in distance between the first upper arm 210 and the second upper arm 220 can be achieved by a structure in which the first fixed bracket 231 and the second fixed bracket 232 are rotatable relative to the first upper arm 210 and the second upper arm 220.

[0074] Furthermore, when the distance between the first upper arm 210 and the second upper arm 220 changes due to the rotation of the spindle portion 260, the height of the spindle portion 260 changes. For this purpose, the spindle portion 260 includes a gear portion 250 that engages with the drive unit 240 and is configured to move in the height direction.

[0075] In one embodiment of this disclosure, a gear portion 250 is used to transmit the rotational force of the drive unit 240 to the main shaft portion 260 and simultaneously move the main shaft portion 260 in the height direction. The gear portion 250 axially rotates the main shaft portion 260 to change the distance between the first upper arm 210 and the second upper arm 220. When the distance between the first upper arm 210 and the second upper arm 220 changes, the gear portion 250 guides the movement of the main shaft portion 260 in the height direction. For this purpose, the gear portion 250 is configured to move along the drive shaft of the drive unit 240, thereby moving the main shaft portion 260 in the height direction.

[0076] In another embodiment of this disclosure, the drive unit 240 can penetrate the plate, and the drive unit can move together with the spindle portion 260 when the spindle portion 260 moves in the height direction.

[0077] The independent suspension system disclosed herein also includes a cover unit 500 that covers at least a portion of the gear portion 250, the main shaft portion 260, and at least a portion of the drive shaft of the drive unit 240. The cover unit 500 is configured to move integrally with the drive unit 240 in response to movement of the main shaft portion 260 in the height direction.

[0078] Figure 4B The configuration of the first fixed bracket 231 engaging with the first upper arm 210 is shown.

[0079] As shown in the figure, the first fixing bracket 231 is located in the opening of the first upper arm 210 and includes a first protrusion 233 formed at a position corresponding to the first insertion hole 211, which is formed in the inner surface of the opening in the first upper arm 210.

[0080] The first protrusion 233 is inserted into the first insertion hole 211. The first fixed bracket 231 rotates around the first protrusion 233 according to the angle change of the first upper arm 210, so that the main shaft 260 and the first fixed bracket 231 remain parallel to each other.

[0081] Furthermore, the second fixing bracket 232, arranged opposite to the first fixing bracket 231, includes a second protrusion 234 that inserts into a second insertion hole 221 formed in the second upper arm 220. The second fixing bracket 232 rotates about the second protrusion 234 such that the angle formed by the second upper arm 220 and the second fixing bracket 232 is equal to the angle formed by the first upper arm 210 and the first fixing bracket 231.

[0082] Therefore, when the distance between the first upper arm 210 and the second upper arm 220 changes due to the rotation of the main shaft 260, the first fixed bracket 231 and the second fixed bracket 232 remain parallel to the main shaft 260.

[0083] Figure 4C and Figure 4D The engagement relationship between the drive unit 240 for rotating the spindle section 260 and the gear section 250 for transmitting the driving force of the drive unit 240 to the spindle section 260 is shown.

[0084] As shown in the figure, the spindle portion 260 has threads formed on its opposite ends. The threads of the spindle portion 260 engage with threaded grooves formed in the inner surfaces of the first fixed bracket 231 and the second fixed bracket 232. The threads may be formed to be longer than the threaded grooves. Due to this configuration, the distance between the first fixed bracket 231 and the second fixed bracket 232 changes when the spindle portion 260 rotates.

[0085] The drive unit 240 is located near the center of the spindle portion 260 and engages with the gear portion 250 which is formed around the outside of the spindle portion 260.

[0086] As one embodiment of this disclosure, when a driving force is applied to the drive unit 240, the gear portion 250 transmits the driving force to the main shaft portion 260, causing the main shaft portion 260 to rotate. The gear portion 250 is threadedly engaged with the drive shaft of the drive unit 240, which extends in the height direction. The drive shaft is provided with a gear portion, and the gear portion 250 coupled to the main shaft portion 260 meshes with this gear portion to move the drive shaft in the height direction.

[0087] In another embodiment of this disclosure, when the spindle portion 260 moves in the height direction, the drive unit 240 can be controlled to move together with the spindle portion 260 in the height direction. The drive unit 240 can penetrate a plate on which a steering input portion is arranged, and can move in the height direction of the plate in response to the movement of the spindle portion 260 in the height direction.

[0088] The first fixed bracket 231 and the second fixed bracket 232 are arranged at the corresponding ends of the main shaft portion 260 that engages with the gear portion 250. The main shaft portion 260 engages with the first fixed bracket and the second fixed bracket while penetrating the first fixed bracket 231 and the second fixed bracket 232.

[0089] Since the threaded grooves formed in the inner surfaces of the first fixed bracket 231 and the second fixed bracket 232 engage with the threads formed on the outer surface of the spindle portion 260, the distance between the first fixed bracket 231 and the second fixed bracket 232 changes with the rotation of the spindle portion 260.

[0090] Furthermore, when the spindle 260 rotates, the first fixed bracket 231 and the second fixed bracket 232, which are engaged with the spindle 260, move the same distance away from or towards the center of the spindle 260.

[0091] Therefore, the distance between the first upper arm 210 and the second upper arm 220 varies depending on the amount of rotation of the main shaft 260.

[0092] Figure 4E The construction of a ground clearance adjustment unit 230 including a cover unit 500, as an embodiment of this disclosure, is shown.

[0093] The cover unit 500 surrounds at least a portion of the drive shaft of the gear portion 250 located at the center of the main shaft portion 260 and the drive unit 240 positioned adjacent to the gear portion 250.

[0094] The cover unit 500 is used to prevent the gear section 250 and the drive shaft from separating from each other and to prevent the introduction of external foreign objects when the vehicle is in motion. Grease for lubrication can be applied to the inner surface of the cover unit 500, and the cover unit 500 can be engaged with other components in a sealing manner.

[0095] Furthermore, the cover unit 500 is configured to move together with the drive unit 240 when the drive unit 240 moves simultaneously with the penetrating plate, while the spindle portion 260 moves in the height direction.

[0096] It is evident from the above description that this disclosure provides the following effects through the above embodiments and through the above configurations, combinations 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] Furthermore, the independent suspension system disclosed herein is configured such that the connecting unit engages with other components via a fixed bracket, thus exhibiting improved durability.

[0099] The foregoing invention can also be embodied in computer-readable code on a computer-readable recording medium. A computer-readable recording medium is any data storage device that can store data that can subsequently be read by a computer system. Examples of computer-readable recording media include hard disk drives (HDDs), solid-state drives (SSDs), silicon disk drives (SDDs), read-only memory (ROM), random access memory (RAM), CD-ROMs, magnetic tapes, floppy disks, optical data storage devices, and embodiments as carrier waves (e.g., transmission over the Internet).

[0100] In various exemplary embodiments of the present invention, each of the above operations may be performed by a control device, and the control device may be configured by multiple control devices or a single integrated control device.

[0101] In various exemplary embodiments of the present invention, the control device may be implemented in hardware or software form, or in a combination of hardware and software.

[0102] For ease of interpretation and accurate definition of the appended claims, the terms “upper,” “lower,” “inner,” “outer,” “up,” “lower,” “upward,” “downward,” “front,” “rear,” “back,” “inside,” “outside,” “inward,” “outer,” “internal,” “external,” “inner,” “outer,” “forward,” and “backward” are used to describe features of exemplary embodiments with reference to the positions of these features shown in the figures. It will be further understood that the term “connection” or its derivatives refer to both direct and indirect connections.

[0103] For purposes of illustration and description, the foregoing description of specific exemplary embodiments of the invention has been presented. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and it will be apparent that many modifications and variations are possible in light of the foregoing teachings. Exemplary embodiments were chosen and described to explain certain principles of the invention and its practical application, enabling those skilled in the art to make and utilize various exemplary embodiments of the invention, as well as various alternatives and modifications thereof. The scope of the invention is intended to be defined by the appended claims and their equivalents.

Claims

1. An independent suspension system for a vehicle, comprising: Steering unit, configured to be controlled to adjust the steering angle of the wheels; A shock absorber, which engages with the wheel to absorb external 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 respectively arranged on opposite side surfaces of the wheel in a front-rear direction; as well as A connecting unit is disposed between the shock absorber and the steering unit, the connecting unit being configured to change the distance between the wheel and the steering unit. The connection unit includes: The first upper arm is positioned between the first shock absorber and the steering unit; The second upper arm is positioned 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, is configured to change the distance between the first upper arm and the second upper arm, and simultaneously change the distance between the wheel and the steering unit. The ground clearance adjustment unit includes: A first fixed bracket extends through an opening in the first upper arm; A second fixing bracket extends through an opening in the second upper arm; The main shaft is arranged between the first fixed bracket and the second fixed bracket to adjust the distance between the first fixed bracket and the second fixed bracket; A drive unit engages with the spindle portion to provide a driving force to the spindle portion to change the distance between the first fixed bracket and the second fixed bracket; and A gear section is arranged between the drive unit and the spindle section, and is configured to move the spindle section in the height direction using the driving force of the drive unit.

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

3. The independent suspension system according to claim 1, wherein, The gear section engages with the gear of the drive unit to apply the rotational force of the drive unit to the main shaft section, while changing the distance between the gear section and the steering input section.

4. The independent suspension system according to claim 1, further comprising: The first protrusion is positioned on the first fixed bracket. The first upper arm has a first insertion hole, and The first protrusion extends through the first insertion hole, allowing the first fixing bracket to rotatably engage with the first upper arm.

5. The independent suspension system according to claim 1, further comprising: The second protrusion is positioned on the second fixed bracket. The second upper arm has a second insertion hole, and The second protrusion extends through the second insertion hole, allowing the second fixing bracket to rotatably engage with the second upper arm.

6. The independent suspension system of claim 1, further comprising a covering unit configured to surround at least a portion of the drive unit and the gear portion.

7. The independent suspension system according to claim 1, wherein, As the first upper arm and the second upper arm become closer to 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 becomes larger.

8. The independent suspension system according to claim 1, wherein, As the first upper arm and the second upper arm become further apart 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 becomes smaller.

9. The independent suspension system according to claim 2, wherein, The steering input unit includes: The motor is fixed to the vehicle body; and Gear unit, a motor gear connected to the drive unit of the motor.

10. The independent suspension system according to claim 9, wherein, The gear unit includes a worm gear or a pinion.

11. The independent suspension system according to claim 10, wherein, The first and second shock absorbers are connected to each other at the center of the wheel, and Each of the first and second shock absorbers includes a set of arms symmetrically located on opposite sides of the wheel.

12. The independent suspension system according to claim 3, wherein, When the spindle receives the rotational force and transmits the rotational force to the first fixed bracket and the second fixed bracket, the first upper arm and the second upper arm remain symmetrical to each other with respect to the center line in the height direction.

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