Wheel control system and method of controlling wheel using same

Abstract

The invention relates to a wheel control system and a method of controlling a wheel using the same. The wheel control system controls wheels of the vehicle and includes a knuckle supporting the wheels and controlling a direction of the wheels. The system also includes a wheel control device connected to the knuckle and capable of controlling movement of the knuckle. The wheel control device may be supported on a chassis of the vehicle. In one embodiment, a wheel control device may include an actuation arm that includes a linear actuator.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit and priority of Korean Patent Application No. 10-2024-0144215, filed on October 21, 2024, with the Korean Intellectual Property Office, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This invention relates to a wheel control system and a method for controlling wheels using the system. Background Technology

[0004] A vehicle's wheel control system can be a system that allows the driver to control the vehicle's turning or direction of movement, or to control the direction and angle of wheel tilt. The various components of the wheel control system can interact to allow the vehicle to move in the direction desired by the driver or to improve the vehicle's driving performance.

[0005] The vehicle's wheel control system connects to both the right and left wheels. Therefore, utilizing the central space of the vehicle can be difficult. In the case of electric vehicles, ensuring sufficient space and flexibility for the placement of the motor and battery is crucial. Utilizing the central space offers significant advantages in utilizing the space under the vehicle. Summary of the Invention

[0006] Furthermore, for known systems, it may be difficult to alter the tire tread width, wheelbase, or track width—the distance between the left and right wheels of a vehicle—using existing vehicle structures. This could cause problems in improving driving stability, changing driving characteristics, and extending tire life.

[0007] Various aspects of the present invention provide a wheel control system and a method for controlling wheels using the system, wherein the wheel track of a vehicle can be increased or decreased.

[0008] Other aspects of the invention provide a wheel control system and a method for controlling wheels using the system, wherein the camber angle, toe angle, and / or track of a vehicle can be controlled by using linear actuators in a double wishbone structure of the vehicle.

[0009] According to one aspect of the invention, a wheel control system includes wheel control devices engaged with wheels of a vehicle. The system further includes a control unit that controls the wheel control devices. The wheel control devices include a first actuating arm and a second actuating arm disposed separately from the first actuating arm. The wheel control devices may further include a third actuating arm spaced apart from the first and second actuating arms. The wheel control system may further include two wheels arranged across the chassis of the vehicle, wherein each wheel is engaged with a separate wheel control device. The wheel control system may further include a separate control unit for each of the separate wheel control devices.

[0010] The wheel control system may further include a steering knuckle connected to the wheel control device and engaged with the wheel. The first actuating arm may include a first linear actuator connected to the steering knuckle, and the second actuating arm may include a second linear actuator connected to the steering knuckle.

[0011] The steering knuckle may include a steering knuckle body, a first steering knuckle arm extending from the steering knuckle body, and a second steering knuckle arm extending from the steering knuckle body and spaced apart from the first steering knuckle arm. The first steering knuckle arm may be connected to the first actuating arm, and the second steering knuckle arm may be connected to the second actuating arm.

[0012] The first actuator arm may further include a motor. The first linear actuator may include: a cylinder having a cylinder bore and extending from the chassis toward the steering knuckle; a piston capable of reciprocating within the cylinder bore along the extension direction of the cylinder body; and a screw shaft located in the cylinder bore and connected to the piston. The motor can drive the piston via the screw shaft.

[0013] The first actuator arm may further include a proximity sensor for detecting the position of the piston.

[0014] The cylinder body may have grooves through which fluid is discharged from the cylinder bore.

[0015] According to one aspect of the invention, a method for controlling wheels includes an information collection operation for collecting vehicle information via a wheel control system. The method further includes a data calculation or acquisition operation for using the vehicle information to obtain, determine, or calculate wheel movement information via the wheel control system. The method further includes a wheel movement operation for moving the wheels via the wheel control system. The wheel movement operation changes the wheel track or wheel angle via an actuating arm (e.g., a linear actuator connected to the corresponding wheel in the wheel control system).

[0016] Vehicle information may include the vehicle's speed. Data calculation operations can be performed by the wheel control system to determine or calculate a stable track width that improves vehicle driving safety. Wheel movement operations can be performed by the wheel control system to change the track width based on the stable track width by extending or shortening linear actuators.

[0017] Vehicle information can include the vehicle's speed. Data calculation operations can calculate a fuel efficiency improvement track width that can enhance the vehicle's fuel efficiency. Wheel movement operations can be performed by the wheel control system by extending or shortening linear actuators to change the track width based on the fuel efficiency improvement track width.

[0018] Vehicle information can include the vehicle's speed and wheel angles. Data calculation operations can be performed by the wheel control system to calculate the minimum wheelbase required to prevent the vehicle from tipping over. Wheel movement operations can be performed by the wheel control system to adjust the wheelbase based on the minimum wheelbase by extending or shortening the linear actuator arms.

[0019] Vehicle information can include the vehicle's speed. Data calculation operations can calculate a fuel efficiency improvement track width that can enhance the vehicle's fuel efficiency. Wheel movement operations can be performed by the wheel control system by extending or shortening linear actuators to change the track width based on the fuel efficiency improvement track width.

[0020] Vehicle information can include the vehicle's speed and wheel angles. Data calculation operations can be performed by the wheel control system to calculate the minimum wheel track required to prevent the vehicle from tipping over. Wheel movement operations can be performed by the wheel control system to adjust the wheel track by extending or shortening linear actuators based on the minimum wheel track.

[0021] Vehicle information can include the moisture level of the road surface the vehicle is traveling on and the level of friction between the vehicle and the road surface. Data calculation operations can be performed by the wheel control system to calculate the minimum track width at which the vehicle will not slip on the road surface. Wheel movement operations can be performed by the wheel control system to change the track width based on the minimum track width by extending or shortening the linear actuators.

[0022] The wheel control system may include a first wheel control device connected to a first wheel of the vehicle, and may include a second wheel control device connected to a second wheel of the vehicle and spaced apart from the first wheel control device. The wheel control system may also include a control unit for controlling the first and second wheel control devices. During wheel movement operations, the control unit may independently control both the first and second wheel control devices.

[0023] Vehicle information can include the vehicle's acceleration and wheel angles. Data calculation operations can be performed by the control unit to calculate the minimum wheelbase that will prevent the vehicle from tipping over. Wheel movement operations can be performed by the control unit to change the vehicle's wheelbase based on the minimum wheelbase by extending or shortening the linear actuators of the first and second wheel control devices.

[0024] Vehicle information can include the angles of the vehicle's wheels and the vehicle's acceleration. Data calculation operations can be performed by the control unit to calculate the maximum camber angle that improves the vehicle's grip during cornering. Wheel movement operations can be performed by the control unit, which controls the first and second wheel control devices to change the camber angles of the first and second wheels based on the maximum camber angle.

[0025] Vehicle information may include the angles of the vehicle's wheels and the vehicle's acceleration. Data calculation operations can calculate the minimum camber angle that improves the vehicle's driving safety when traveling in a straight line. Wheel movement operations can be performed by the control unit, which controls the first and second wheel control devices to change the camber angles of the first and second wheels based on the minimum camber angle.

[0026] The first wheel control device may include a first actuating arm and a second actuating arm disposed separately from the first actuating arm. Wheel movement operation may be performed by a control unit by extending the first actuating arm and shortening the second actuating arm to change the camber angle of the first wheel according to the minimum camber angle. Attached Figure Description

[0027] The above and other aspects, features, and advantages of the invention should be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0028] Figure 1 This is a perspective view showing the structure of the vehicle according to the implementation scheme;

[0029] Figure 2 This is a perspective view showing the wheel control system and wheels according to the implementation scheme;

[0030] Figure 3 This is a plan view showing the wheel control system and wheels according to the implementation scheme;

[0031] Figure 4 This is a front view showing the wheel control system and wheels according to the implementation scheme;

[0032] Figure 5 This is a cross-sectional view showing the actuator arm and arm auxiliary support according to the embodiment;

[0033] Figure 6 This is an enlarged cross-sectional view showing a portion of the actuator arm according to the embodiment;

[0034] Figure 7 This is an enlarged cross-sectional view showing a portion of the actuator arm according to the embodiment;

[0035] Figure 8 This is a flowchart illustrating a method for controlling wheels according to an implementation scheme;

[0036] Figure 9 This is a front view showing the wheel control system and wheels according to the implementation scheme;

[0037] Figure 10 It is a graph showing the wheelbase based on vehicle speed according to the implementation scheme;

[0038] Figure 11 It is a graph showing the wheelbase based on the steering angle according to the implementation scheme;

[0039] Figure 12 This is a front view showing the wheel control system and wheels according to the implementation scheme;

[0040] Figure 13 This is a front view showing the wheel control system and wheels according to the implementation scheme;

[0041] Figure 14 This is a plan view showing the wheel control system and wheels according to the implementation scheme;

[0042] Figure 15 This is a plan view showing the wheel control system and wheels according to the implementation scheme. Detailed Implementation

[0043] Although only specific embodiments are shown and described in detail in the accompanying drawings, the technical concept of the present invention can have various modifications and embodiments. However, this is not intended to limit the invention to the specific embodiments. It should be understood that all modifications, equivalents, and alternatives are included within the spirit and scope of the invention.

[0044] The terms "first," "second," etc., can be used to describe various components, but the components should not be limited by these terms. These terms are only used to distinguish one component from another. For example, without departing from the scope of the invention, a first component can be referred to as a second component, and similarly, a second component can be referred to as a first component. The term "and / or" includes a combination of multiple related descriptive terms or any one of multiple related descriptive terms.

[0045] The terms “unit,” “component,” “part,” etc., can be used to describe various components, but components should not be limited by these terms. These terms can refer not only to physically / visually different configurations, but also to the function or configuration of the corresponding components, even when the distinction / division is not clearly defined.

[0046] The terminology used in this invention is for describing specific embodiments only and is not intended to limit the invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. In this invention, the terms "comprising," "having," etc., should be understood to indicate the presence of features, values, steps, operations, components, parts, or combinations thereof described in the specification. However, these terms do not preclude the possibility of the presence or addition of one or more other features, values, steps, operations, components, parts, or combinations thereof.

[0047] Unless otherwise defined, all terms used herein (including technical or scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. Terms defined in common dictionaries shall be interpreted as having the same meaning as they have in the relevant technical context. Unless expressly defined herein, these terms shall not be interpreted in an ideal or overly formal sense.

[0048] In the following description, the direction-related terms "forward," "backward," "lateral," "front," "vertical," "above," "upper," "upper part," "lower part," "lower part," "left and right," etc., are defined based on a reference vehicle or body. Furthermore, the terms "first," "second," etc., may be used to describe various components, but these components are not limited by the terms "first," "second," etc., in terms of order, size, position, or importance. The naming of these components is only used to distinguish one component from another.

[0049] In the following description, exemplary embodiments are described in more detail with reference to the accompanying drawings. When components, devices, elements, etc., of the present invention are described as having a purpose or performing an operation, function, etc., such components, devices, or elements should be considered herein as "configured" to satisfy that purpose or perform that operation or function. The present invention describes various components of the wheel control system as control units or modules. Each of these units, etc., may be individually embodied or include a processor and memory (e.g., a non-volatile computer-readable medium) as part of that unit.

[0050] In the attached diagram, D1 can be referred to as the first direction, D2, which intersects the first direction D1, can be referred to as the second direction, and D3, which intersects both the first direction D1 and the second direction D2, can be referred to as the third direction. The first direction D1 can be referred to as the upward direction, and the direction opposite to the first direction D1 can be referred to as the downward direction. Furthermore, each of the second direction D2 and the third direction D3 can be referred to as the horizontal direction.

[0051] Figure 1 This is a perspective view showing the structure of a vehicle (VH) according to the implementation scheme. Figure 2 This is a perspective view showing the wheel control system (SY) and wheels (WH) according to the implementation scheme. Figure 3 This is a plan view showing the wheel control system (SY) and wheels (WH) according to the implementation scheme. Figure 4 This is a front view showing the wheel control system (SY) and wheels (WH) according to the implementation scheme.

[0052] Reference Figure 1 A perspective view of a vehicle according to an embodiment may be provided. The vehicle (VH) may include a wheel control system (SY) and wheels (WH). In this specification, a wheel (WH) may refer to a tire, rim, or tire assembly, etc. Multiple wheels (WH) may be provided in this specification. For example, a first wheel WH1 may refer to the left front wheel. A second wheel WH2 may refer to the right front wheel. In the following, multiple wheels (WH) may be described as a singular number. The terms applied to wheels (WH) may also apply to the first wheel WH1 and the second wheel WH2.

[0053] Reference Figure 1 and Figure 2 The wheel control system (SY) according to the implementation scheme may include at least some of a steering knuckle 1, a wheel control device 3, and a control unit 51. The wheel control system (SY) may be connected to the chassis 5 of the vehicle.

[0054] Steering knuckle 1 can be configured as multiple steering knuckles. Multiple steering knuckles 1 can be connected to corresponding wheels (WH). For example, a first steering knuckle 1a can be connected to a first wheel WH1. A second steering knuckle 1b can be connected to a second wheel WH2. In this specification, multiple steering knuckles 1 can be described as a single one. The information regarding steering knuckle 1 applies to both the first steering knuckle 1a and the second steering knuckle 1b.

[0055] Multiple wheel control devices 3 may be configured. For example, wheel control devices 3 may include a first wheel control device 3a and a second wheel control device 3b. The first wheel control device 3a can be connected to the first wheel WH1 via a first steering knuckle 1a. The second wheel control device 3b can be connected to the second wheel WH2 via a second steering knuckle 1b. In the following description, multiple wheel control devices 3 may be described as a single unit. The description of wheel control devices 3 can also be applied to the first wheel control device 3a and the second wheel control device 3b.

[0056] This specification shows a front wheel and a structure connected to the front wheel, but the features and concepts of the invention are not limited thereto. A wheel control system (SY) and a method (S) for controlling the wheel using this system (see...) Figure 8The contents of the wheel control system (SY) and the method (S) for controlling the wheels using the system can also be applied to wheel control devices 3 connected to all wheels (WH) or each wheel (WH) included in the vehicle (VH).

[0057] The wheel control system (SY) according to the embodiment may further include a control unit 51. The control unit 51 may be located in the chassis 5, but is not limited thereto. The control unit 51 may be located anywhere in the vehicle (VH). In this specification, for ease of description, the control unit 51 may be located in the chassis 5.

[0058] The control unit 51 can be electrically connected to the wheel control device 3. The control unit 51 can individually control multiple wheel control devices 3. For more details, see [link to documentation]. Figure 1 and Figure 2 The control unit 51 can independently control the first wheel control device 3a and the second wheel control device 3b. The control unit 51 can also independently control the actuator arms 31 of multiple wheel control devices 3 to operate the linear actuator 311 (see [link]). Figure 5 In the following description, only the wheel control device 3 connected to one wheel (WH) may be shown and described. The control unit 51 can individually control all wheel control devices 3 included in the vehicle (VH). The function of the control unit 51 is described in detail below.

[0059] According to one embodiment, control unit 51 may include at least one of a microprocessor, microcontroller unit (MCU), digital signal processor (DSP), system-on-a-chip (SoC), application processor, embedded memory, dynamic random access memory (DRAM), static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), flash memory, ferroelectric random access memory (FRAM), magnetoresistive random access memory (MRAM), or non-volatile random access memory (NVRAM). However, the types of electronic components included in control unit 51 are not limited thereto.

[0060] The wheel control system (SY) according to the implementation scheme may optionally further include a steering wheel (SW), steering shaft, gearbox, and some of a steering feedback actuator (SFA).

[0061] The steering wheel (SW) is a device that the driver directly operates to control the direction of the vehicle (VH). The driver inputs steering commands by turning the steering wheel (SW). The steering wheel (SW) controls the wheels (WH) according to the steering ratio. The steering ratio can be defined as the ratio of the steering wheel (SW) rotation angle to the wheel (WH) rotation angle. The lower the steering ratio, the more precise or finer the steering can be.

[0062] The steering shaft transmits the rotational motion of the steering wheel (SW) to the gearbox. The steering shaft can be connected to the steering wheel (SW). The steering shaft may include a flexible structure to absorb energy and protect the driver in the event of a collision.

[0063] The gearbox transmits the rotational motion of the steering shaft to the wheel (WH), causing the wheel (WH) to rotate. The gearbox can include various structures such as rack and pinion, recirculating ball bearings, and worm gear mechanisms. The gearbox also transmits rotational motion to the steering knuckle 1 to rotate the wheel.

[0064] A feedback steering actuator provides feedback to a vehicle's steering system. It electronically transmits road conditions and steering response to the driver. The actuator receives information from the steering wheel (SW) operated by the driver. It can be electrically connected to various sensors in the vehicle (VH). These sensors collect data such as wheel (WH) angles, vehicle (VH) speed, and road conditions. The actuator transmits this vehicle (VH) driving information, collected by the vehicle's sensors, to the driver via the steering wheel (SW). It calculates appropriate steering feedback and generates the required resistance or propulsion force on the steering wheel (SW) via an electric motor or hydraulic system.

[0065] The steering knuckle 1, wheel control device 3 and chassis 5 are described below.

[0066] Reference Figure 2 , Figure 3 and Figure 4 Steering knuckle 1, wheel control device 3 and chassis 5 can be set as part of vehicle (VH).

[0067] Steering knuckle 1 can connect different configurations of the wheel (WH) and vehicle (VH). Steering knuckle 1 enables steering and suspension operation of the vehicle (VH). Steering knuckle 1 can support the wheel (WH) for rotation and steering.

[0068] Steering knuckle 1 can be connected to wheel control unit 3. Wheel control unit 3 and wheel (WH) can be connected through steering knuckle 1. Wheel control unit 3 can control the direction of wheel (WH) by controlling steering knuckle 1. Steering knuckle 1 can transmit the motion of the suspension to the wheel (WH) and absorb the impact of the road surface by connecting to wheel control unit 3.

[0069] The steering knuckle 1 may include a steering knuckle body 11 and a steering knuckle arm 13 for connection to the wheel control unit 3. The steering knuckle arm 13 may extend from the steering knuckle body 11. The steering knuckle 1 may include multiple steering knuckle arms 13. For example, according to an embodiment, the steering knuckle 1 may include a first steering knuckle arm 13a, a second steering knuckle arm 13b, and a third steering knuckle arm 13c. The first steering knuckle arm 13a, the second steering knuckle arm 13b, and the third steering knuckle arm 13c may be spaced apart from each other. The first steering knuckle arm 13a, the second steering knuckle arm 13b, and the third steering knuckle arm 13c may extend from the steering knuckle body 11 in a Y-shape. Hereinafter, the multiple steering knuckle arms 13 may be described as a single unit.

[0070] The chassis 5 may be included within the frame of the vehicle (VH). The chassis 5 may refer to any part of the frame. The frame may be the basic skeleton of the vehicle (VH) and may support major components such as the engine, transmission, and suspension. However, the chassis 5 is not limited to this and may also refer to structures that support auxiliary components of the vehicle (VH).

[0071] Within chassis 5, electronic devices and mechanical components can be housed for vehicle (VH) operation and driver convenience. More specifically, various electronic control systems (e.g., anti-lock braking system (ABS), electronic stability control (ESC), and electronic suspension) can be integrated into chassis 5 to provide and enhance safety and driving performance.

[0072] The wheel control device 3 can be connected to the steering knuckle 1. One side of the wheel control device 3 can be connected to the steering knuckle 1 to control the movement of the steering knuckle 1. The wheel control device 3 can be connected to the chassis 5. The other side of the wheel control device 3 can be connected to the chassis 5 and can be supported by the chassis 5.

[0073] Reference Figure 2 The first wheel control device 3a can be connected to one side of the chassis 5. The second wheel control device 3b can be connected to the other side of the chassis 5. The first wheel control device 3a and the second wheel control device 3b can be spaced apart from each other, with the chassis 5 located between them.

[0074] The wheel control device 3 may include an actuating arm 31. The wheel control device 3 may include multiple actuating arms 31. Hereinafter, in this specification, multiple actuating arms 31 may be described as a single unit. More specifically, the actuating arms 31 according to embodiments may include a first actuating arm 31a, a second actuating arm 31b, and a third actuating arm 31c. However, the number of actuating arms 31 is not limited thereto.

[0075] The first actuating arm 31a, the second actuating arm 31b, and the third actuating arm 31c may be spaced apart from each other. The wheel control device 3 may include two or fewer, or four or more actuating arms 31. However, in one embodiment, the wheel control device 3 is described in this specification as including three actuating arms 31.

[0076] In this specification, the first actuating arm 31a according to an embodiment may be located at the top. In this specification, the second actuating arm 31b according to an embodiment may be located below the first actuating arm 31a. In this specification, the third actuating arm 31c according to an embodiment may be located at the top, but spaced apart in front of or behind the first actuating arm 31a. The height of the first actuating arm 31a and the height of the third actuating arm 31c may be higher than the height of the second actuating arm 31b. However, the positional relationship of the first actuating arm 31a, the second actuating arm 31b, and the third actuating arm 31c is not limited thereto and can be interchanged. The description of the actuating arm 31 is equally applicable to the first actuating arm 31a, the second actuating arm 31b, and the third actuating arm 31c of any wheel control device 3.

[0077] The first actuating boom 31a can be connected to the first steering knuckle arm 13a. More specifically, one side of the first actuating boom 31a can be connected to the first steering knuckle arm 13a. The other side of the first actuating boom 31a can be connected to the chassis 5. The first actuating boom 31a can be supported by the first steering knuckle arm 13a and the chassis 5.

[0078] The second actuating arm 31b can be connected to the second steering knuckle arm 13b. More specifically, one side of the second actuating arm 31b can be connected to the second steering knuckle arm 13b. The other side of the second actuating arm 31b can be connected to the chassis 5. The second actuating arm 31b can be supported by the second steering knuckle arm 13b and the chassis 5.

[0079] The third actuating arm 31c can be connected to the third steering knuckle arm 13c. More specifically, one side of the third actuating arm 31c can be connected to the third steering knuckle arm 13c. The other side of the third actuating arm 31c can be connected to the chassis 5. The third actuating arm 31c can be supported by the third steering knuckle arm 13c and the chassis 5.

[0080] Reference Figure 2 , Figure 3 and Figure 4The wheel control device 3 according to the embodiment may further include an arm auxiliary support 33. The arm auxiliary support 33 can be engaged with the actuator arm 31. The arm auxiliary support 33 can connect the actuator arm 31 to the chassis 5 to improve the structural stability of the actuator arm 31.

[0081] The wheel control device 3 according to the embodiment may include a plurality of arm auxiliary supports 33. For example, the wheel control device 3 may include a first arm auxiliary support 33a and a second arm auxiliary support 33b. The plurality of arm auxiliary supports 33 may include a first arm auxiliary support 33a and a second arm auxiliary support 33b. In this specification, a first actuating arm 31a according to the embodiment may be connected to a first arm auxiliary support 33a. The first actuating arm 31a may be connected to the chassis 5 via the first arm auxiliary support 33a. A second actuating arm 31b according to the embodiment may be connected to a second arm auxiliary support 33b. The second actuating arm 31b may be connected to the chassis 5 via the second arm auxiliary support 33b.

[0082] Figure 5 This is a cross-sectional view showing the actuator arm 31 and arm auxiliary support 33 according to the embodiment. Figure 6 This is a cross-sectional view showing an enlarged region A of the actuator arm 31 according to the embodiment. Figure 7 This is a cross-sectional view showing an enlarged region of a portion of the actuator arm 31 according to the embodiment.

[0083] For convenience, the description of actuator 31 in the following text is based on the first actuator 31a. The description of the first actuator 31a can also be applied to the second actuator 31b and the third actuator 31c.

[0084] Reference Figure 5 The actuator arm 31 according to the embodiment may include a linear actuator 311 and a motor 313. The actuator arm according to the embodiment may optionally include a drive belt 315 and pulleys 317. The linear actuator 311 can produce linear motion. The linear actuator 311 may include a hydraulic linear actuator, a pneumatic linear actuator, an electric linear actuator, etc. However, the type of linear actuator 311 is not limited to these.

[0085] Hydraulic linear actuators can generate linear motion using a hydraulic system. They can provide powerful force and torque.

[0086] Pneumatic linear actuators can generate linear motion using compressed air. They offer a fast response time. Due to their fast response and simple structure, pneumatic linear actuators can be used in light-duty applications.

[0087] Electric linear actuators can generate linear motion using an electric motor. They offer high precision and controllability, and can provide a wide range of speeds and forces.

[0088] In this specification, the linear actuator 311 included in the actuated arm 31 may be an electrically operated linear actuator 311. However, this is merely an example, and the type of linear actuator 311 included in the actuated arm 31 is not limited thereto. The actuated arm 31 may include different types of linear actuators 311.

[0089] Each of the plurality of actuation arms 31 may include a linear actuator 311. More specifically, a first actuation arm 31a may include a first linear actuator. A second actuation arm 31b may include a second linear actuator. A third actuation arm 31c may include a third linear actuator.

[0090] Motor 313 may include an electric motor. Motor 313 can transmit rotational kinetic energy to linear actuator 311 via drive belt 315 and pulley 317. The rotational kinetic energy of motor 313 can be converted into linear kinetic energy of linear actuator 311 via drive belt 315 and pulley 317.

[0091] Reference Figure 5 The linear actuator 311 according to the embodiment may include a cylinder 3111, a piston 3113, a screw shaft 3115 and a nut 3117.

[0092] The cylinder body 3111 can be combined with other components of the actuator arm 31. The cylinder body 3111 extends from the chassis 5 toward the steering knuckle 1. The cylinder body 3111 can extend along a second direction D2. The cylinder body 3111 can have a cylinder port or cylinder bore (SH). The screw shaft 3115 and pulley 317 can be located in the cylinder bore (SH). The pulley 317 can be connected to the drive belt 315 to change the drive direction of the drive belt 315. The screw shaft 3115 can provide a path along which the piston 3113 moves in a straight line. The screw shaft 3115 can extend along the second direction D2. The screw shaft 3115 can be connected to the piston 3113. The piston 3113 can reciprocate along the second direction D2 via the screw shaft 3115. The screw shaft 3115 can be connected to the motor 313 via the drive belt 315 and pulley 317.

[0093] The motor 313 can transmit rotational kinetic energy to the screw shaft 3115. The motor 313 can be connected to the screw shaft 3115 via a transmission belt 315. When the motor 313 is working, the transmission belt 315 moves and transmits the rotational kinetic energy of the motor 313 to the screw shaft 3115. The screw shaft 3115 can be rotated by the motor 313.

[0094] Reference Figure 6The piston 3113 can engage with the cylinder 3111. The piston 3113 can perform linear motion via the motor 313 and the screw shaft 3115. At least a portion of the piston 3113 can be located in the cylinder bore (SH). According to the embodiment, the piston 3113 can engage with the nut 3117. The piston 3113 and the nut 3117 can be engaged by a screw retaining pin (PP). The piston 3113 can be connected to the screw shaft 3115 via the nut 3117. When the screw shaft 3115 rotates, the nut 3117 can move in the extending direction of the screw shaft 3115 to drive the piston 3113. Therefore, the rotational kinetic energy of the motor 313 can be converted into the linear kinetic energy of the piston via the screw shaft 3115.

[0095] Control unit 51 can control wheel control device 3. Control unit 51 can be electrically connected to motor 313. Control unit 51 can determine, obtain, or calculate wheel (WH) movement information based on vehicle (VH) driving information. Control unit 51 can control the rotation direction and rotation speed of motor 313 based on wheel (WH) movement information. By changing the rotation direction and rotation speed of motor 313, the drive speed, drive direction, and position of piston 3113 can be controlled.

[0096] The control unit 51 can individually control multiple actuating arms 31 of the wheel control device 3. More specifically, the control unit 51 can individually control the first actuating arm 31a, the second actuating arm 31b, and the third actuating arm 31c.

[0097] Reference Figure 6 The actuator arm 31 according to the embodiment may further include a proximity sensor (NS). The proximity sensor (NS) can detect the position of the piston 3113. The proximity sensor (NS) may include an inductive proximity sensor, a capacitive proximity sensor, an ultrasonic proximity sensor, an optical proximity sensor, a magnetic proximity sensor, etc. An inductive proximity sensor can detect an induced current flowing in a coil inside the proximity sensor. A capacitive proximity sensor can detect a change in capacitance between the proximity sensor and the target. An ultrasonic proximity sensor can measure the position of the target by emitting ultrasonic waves and receiving reflected signals. An optical proximity sensor can emit light and detect reflected light. A magnetic proximity sensor can detect changes in a magnetic field to determine the position of the target. However, the type of proximity sensor (NS) is not limited to these.

[0098] A proximity sensor (NS) can be electrically connected to the control unit 51. The proximity sensor (NS) can transmit the position of the piston 3113 to the control unit 51. The control unit 51 can control the actuator arm 31 based on the information received from the proximity sensor (NS).

[0099] Reference Figure 7The cross-sectional view of the cylinder block 3111 according to the embodiment can be provided along a plane perpendicular to the extension direction of the cylinder block 3111. The cylinder block 3111 according to the embodiment may include a groove (SG). Air in the cylinder bore (SH) can be discharged to the outside through the groove (SG). Air outside the cylinder block 3111 can be introduced into the cylinder bore (SH) through the groove (SG).

[0100] Figure 8 This is a flowchart illustrating a method (S) for controlling wheels according to an implementation scheme.

[0101] Reference Figure 8 The method (S) for controlling the wheels may include an information collection operation (S1), wherein the wheel control system collects vehicle information including driving information. The method (S) may also include a data determination, acquisition, or calculation operation (S2), wherein the wheel control system (SY) uses the vehicle information to determine, acquire, or calculate the movement information of the wheels (WH). The method (S) may also include a wheel movement operation (S3), wherein the wheel control system (SY) moves the wheels. The wheel movement operation (S3) may be performed by the wheel control system (SY) by changing the wheel track or steering angle through a linear actuator 311 connected to the corresponding wheel (WH).

[0102] Vehicle information can include various data indicating the status and driving conditions of a vehicle (VH). For example, vehicle information may include speed, acceleration, distance traveled, engine RPM, engine temperature, tire pressure, road conditions, road humidity, friction level between the vehicle (VH) and the road, suspension height, suspension strength, wheel (WH) angles, camber angle, toe angle, and track width. However, vehicle or vehicle (VH) driving information is not limited to these.

[0103] Vehicle information can be obtained from electronic devices that include various sensors of the vehicle (VH). For example, the speed of the vehicle (VH) can be calculated using wheel speed sensors or a Global Positioning System (GPS). The steering angle of the vehicle (VH) can be obtained using a steering angle sensor (SAS). The control unit 51 can receive vehicle information from various electronic devices of the vehicle (VH).

[0104] Reference Figure 12 and Figure 13 Camber angle refers to the angle at which the wheels (WH) tilt when viewed from the front or rear of the vehicle. For example... Figure 12As shown, if the upper part of the wheel (WH) is far from the center of the vehicle (VH), it can be called a positive camber angle. If the upper part of the wheel (WH) is tilted towards the center of the vehicle (VH), it can be called a negative camber angle. When the upper part of the wheel (WH) is far from the center of the vehicle (VH), the camber angle can be said to increase. If the upper part of the wheel (WH) is tilted towards the center of the vehicle (VH), the camber angle can be said to decrease.

[0105] As the camber angle of the wheels (WH) increases, safety during straight-line driving can be improved. As the camber angle of the wheels (WH) decreases, safety during cornering can be improved.

[0106] Reference Figure 14 and Figure 15 Toe angle refers to the degree of tilt of the wheel (WH) relative to the longitudinal axis of the vehicle (VH) when viewed from above. (See reference...) Figure 14 When the front of the wheel (WH) faces outwards from the vehicle (VH), it can be called forward extension. (See reference...) Figure 15 When the front of the wheel (WH) faces the interior of the vehicle (VH), it can be called toe-in.

[0107] The greater the toe-in, the better the vehicle's (VH) straight-line safety. The greater the toe-out, the better the vehicle's (VH) handling and responsiveness.

[0108] Wheel track refers to the horizontal distance between two wheels (WH) on the same lateral axis of a vehicle (VH). The distance between the front wheels is called the front wheel track, and the distance between the rear wheels is called the rear wheel track.

[0109] A wider track width can improve vehicle (VH) stability. When the track width is relatively wide, the vehicle (VH) leans less when cornering, thus providing better grip.

[0110] Vehicle (VH) driving information can be collected through various sensors inside or outside the vehicle (VH). Control unit 51 can calculate wheel (WH) driving information using the vehicle (VH) driving information obtained from the various sensors. Control unit 51 can control wheel control device 3 using the wheel (WH) driving information, thereby changing the vehicle (VH) driving information. For example, control unit 51 can change the track width, camber angle, and toe angle by controlling wheel control device 3.

[0111] Figure 9 This is a front view showing the wheel control system (SY) and wheels (WH) according to the implementation scheme. Figure 10 It is a graph showing the wheelbase depending on vehicle speed according to the implementation scheme. Figure 11 It is a graph showing the wheelbase depending on the steering angle according to the implementation scheme.

[0112] Reference Figure 9 As all actuating arms 31 extend, the wheelbase can be increased. Control unit 51 can increase the wheelbase by extending the first actuating arm 31a, the second actuating arm 31b, and the third actuating arm 31c. Conversely, control unit 51 can decrease the wheelbase by shortening the first actuating arm 31a, the second actuating arm 31b, and the third actuating arm 31c.

[0113] Reference Figure 10 A graph can be provided showing the wheelbase at the vehicle speed required for stable driving. The horizontal axis of the graph can represent vehicle speed, and the vertical axis can represent wheelbase. When the vehicle (VH) is traveling at high speed, a wider wheelbase may be necessary to achieve stable driving.

[0114] Reference Figure 11 A graph can be provided showing the track width relative to the steering angle required for stable cornering. The horizontal axis of the graph can refer to the steering angle, and the vertical axis can refer to the track width. As the vehicle's (VH) steering angle increases, it may be necessary to increase the track width to prevent the vehicle (VH) from overturning.

[0115] In this way, for the stable driving of the vehicle (VH), the wheel control system (SY) can change the wheel track of the vehicle (VH) by using the control unit 51 to control the wheel control device 3.

[0116] Reference Figure 8 , Figure 9 and Figure 10 In the data calculation operation (S2), the wheel control system 3 can determine or calculate the driving stability track that can improve (i.e., enhance) the driving safety of the vehicle (VH) when it is traveling at high speed. At this time, in the wheel movement operation (S3), the wheel control system (SY) can change the track width according to the driving stability track width by extending or retracting the actuator arm 31. The wheel control system (SY) can also change the track width according to the driving stability track width by extending or retracting the linear actuator 311.

[0117] In the data calculation operation (S2), the wheel control system 3 can determine or calculate a fuel efficiency-enhancing track that can improve the fuel efficiency of the vehicle (VH). At this time, in the wheel movement operation (S3), the wheel control system (SY) can change the track width according to the fuel efficiency-enhancing track width by extending or retracting the actuator arm 31. The wheel control system (SY) can also change the track width according to the fuel efficiency-enhancing track width by extending or retracting the linear actuator 311.

[0118] Reference Figure 8 , Figure 9 , Figure 11 In the data calculation operation (S2), the wheel control system 3 can calculate the minimum wheel track to prevent the vehicle (VH) from slipping or overturning. At this time, in the wheel movement operation (S3), the wheel control system (SY) can change the wheel track according to the minimum wheel track by extending or retracting the actuator arm 31. The wheel control system (SY) can also change the wheel track according to the minimum wheel track by extending or retracting the linear actuator 311.

[0119] Figure 12 This is a front view showing the wheel control system (SY) and wheels (WH) according to the implementation scheme. Figure 13 This is a front view showing the wheel control system (SY) and wheels (WH) according to the implementation scheme. Figure 14 This is a plan view showing the wheel control system (SY) and wheels (WH) according to the implementation scheme. Figure 15 This is a plan view showing the wheel control system (SY) and wheels (WH) according to the implementation scheme.

[0120] The wheel control system (SY) can change more than just the track width used to drive the vehicle (VH). For example, the wheel control system (SY) can change the camber angle or toe angle by driving the wheel control device 3 through the control unit 51.

[0121] Reference Figure 12 , Figure 13 , Figure 14 , Figure 15 The control unit 51 can change the camber and toe angle by individually changing the extension direction of the actuator arm 31.

[0122] Reference Figure 12 and Figure 13 The control unit 51 can increase the camber angle by extending the first actuating arm 31a and the third actuating arm 31c and shortening the second actuating arm 31b. Conversely, the control unit 51 can decrease the camber angle by shortening the first actuating arm 31a and the third actuating arm 31c and extending the second actuating arm 31b.

[0123] Reference Figure 8 , Figure 12 and Figure 13 In the data calculation operation (S2), the control unit 51 can determine or calculate the maximum camber angle that can improve (i.e., increase) the vehicle's (VH) grip during cornering. In the wheel movement operation (S3), the control unit 51 can change the camber angle of the wheel (WH) according to the maximum camber angle by controlling the wheel control device 3. The control unit 51 can individually control multiple actuator arms 31 of the wheel control device 3 to change the camber angle of the wheel (WH), thereby improving the wheel's (WH) grip.

[0124] Reference Figure 8 , Figure 12 , Figure 13 In the data calculation operation (S2), the control unit 51 can determine or calculate the minimum camber angle that can improve the driving safety of the vehicle (VH). In the wheel movement operation (S3), the control unit 51 can control the wheel control device 3 to change the camber angle of the wheel (WH) according to the minimum camber angle. The control unit 51 can individually control multiple actuator arms 31 of the wheel control device 3 to change the camber angle of the wheel (WH), thereby improving the driving safety of the vehicle (VH).

[0125] Reference Figure 14 and Figure 15 The control unit 51 can increase the toe angle by shortening the third actuating arm 31c and extending the first actuating arm 31a and the second actuating arm 31b. Conversely, the control unit 51 can decrease the toe angle by extending the third actuating arm 31c and shortening the first actuating arm 31a and the second actuating arm 31b.

[0126] However, the movement of the wheel control device 3 is not limited to this. The wheel control device 3 can change the driving performance and information of the vehicle (VH), or it can be changed in various ways according to the driver's intention.

[0127] The wheel control system (SY) and the method (S) for controlling the wheels using the system, based on the example implementation, can improve the driving safety of a vehicle (VH). For example, when the wheel track widens during high-speed driving, the driving stability of the vehicle (VH) can be improved, i.e., increased. Furthermore, a wider wheel track results in greater driving stability during snow or rain, enabling the driver to safely handle changing road conditions.

[0128] In addition to track width, the wheel control system (SY) can also improve wheel grip during cornering by reducing camber. The wheel control system (SY) provides improved handling by reducing camber. Furthermore, when the vehicle (VH) is traveling in a straight line, the wheel control system (SY) can increase camber to improve (i.e., increase) straight-line stability.

[0129] Wheel control systems (SY) can improve handling and responsiveness by generating toe-in, allowing the vehicle (VH) to change direction more quickly. Furthermore, SY can improve straight-line stability by generating toe-in. SY can also improve wheel (WH) reinforcement during driving by generating toe-in.

[0130] The wheel control system (SY) and the method (S) for controlling the wheels using the system, according to the example implementation, can improve the fuel economy of a driving vehicle (VH). With an increased wheelbase, air resistance increases during high-speed driving, which can potentially increase fuel consumption. The wheel control system (SY) can improve fuel efficiency by reducing the wheelbase.

[0131] Furthermore, the Wheel Control System (SY) can extend tire life by adjusting the track width, camber angle, and toe angle. Increasing the track width improves grip, which can potentially increase tire wear. The more camber occurs, the higher the wear rate in the inner area of ​​the wheel (WH). A smaller camber angle also results in higher wear rates in the inner area of ​​the wheel (WH). The Wheel Control System (SY) can reduce tire wear by maintaining the track width, toe angle, and camber angle at appropriate levels.

[0132] As described above, the wheel control system according to the implementation scheme and the method of controlling the wheels using the system can increase or decrease the wheel track of the vehicle.

[0133] The wheel control system and the method of controlling the wheels using the system, according to the implementation plan, can control the camber angle, toe angle, or track of the vehicle by using linear actuators in the vehicle's double wishbone structure.

[0134] While exemplary embodiments have been shown and described above, those skilled in the art will understand that modifications and changes can be made without departing from the scope of the invention as defined in the appended claims.

Claims

1. A wheel control system, comprising: A wheel control device configured to engage with the wheels of a vehicle; and The control unit controls the wheel control device. The wheel control device includes: First boom The second actuator arm is separately configured from the first actuator arm, and The third actuator arm is spaced apart from the first and second actuator arms.

2. The wheel control system of claim 1, further comprising a steering knuckle connected to the wheel control device and engaged with the wheel. in, The first actuator arm includes a first linear actuator connected to the steering knuckle. The second actuator arm includes a second linear actuator connected to the steering knuckle. The third actuating arm includes a third linear actuator connected to the steering knuckle.

3. The wheel control system according to claim 2, wherein, The steering knuckle includes: Steering knuckle body; A first steering knuckle arm extends from the steering knuckle body; A second steering knuckle arm, extending from the steering knuckle body and spaced apart from the first steering knuckle arm; and The third steering knuckle arm is spaced apart from the first and second steering knuckle arms. The first steering knuckle arm is connected to the first actuating arm. The second steering knuckle arm is connected to the second actuating arm. The third steering knuckle arm is connected to the third actuating arm.

4. The wheel control system according to claim 2, wherein: The first actuator arm further includes a motor; The first linear actuator includes: A cylinder block having a cylinder bore and configured to extend from the vehicle chassis toward the steering knuckle; a piston configured to reciprocate within the cylinder bore along the extension direction of the cylinder block; and The screw shaft is located in the cylinder bore and connected to the piston; The motor is configured to drive a piston via a screw shaft.

5. The wheel control system according to claim 4, wherein, The first actuator arm further includes a proximity sensor configured to detect the position of the piston.

6. The wheel control system according to claim 4, wherein, The cylinder has grooves through which fluid is discharged from the cylinder bore.

7. The wheel control system according to claim 1, wherein: The wheel control device includes two wheel control devices, each of which engages with a corresponding wheel on each side of the vehicle. The control unit includes two control units, each configured to control one of the two wheel control devices. Each of the two wheel control devices includes a first actuating arm, a second actuating arm, and a third actuating arm.

8. A method for controlling the wheels of a vehicle, the method comprising: The steps involved in collecting vehicle information through the wheel control system; The steps of determining wheel movement information using vehicle information through a wheel control system; The steps to move the wheels using a wheel control system. The steps of moving the wheels involve changing the vehicle's track width via the actuator arm of the wheel control system, or changing the wheel angle via the actuator arm connected to the wheel.

9. The method according to claim 8, wherein: The vehicle information includes the vehicle's speed; The method further includes: determining a driving stability track configured to improve the driving safety of the vehicle through a wheel control system; The wheel movement is achieved by the wheel control system adjusting the wheel track by extending or shortening the actuator arm according to the stable driving track.

10. The method according to claim 8, wherein: The vehicle information includes the vehicle's speed; The method further includes: determining a fuel efficiency-enhancing wheel track configured to improve the fuel efficiency of the vehicle; The wheel movement is achieved by the wheel control system by extending or shortening the actuator arm to adjust the wheel track according to fuel efficiency.

11. The method according to claim 8, wherein: The vehicle information includes the vehicle's speed and the angle of its wheels. The method further includes: determining the minimum wheelbase to prevent the vehicle from overturning through a wheel control system; The steps to move the wheels are achieved by the wheel control system by extending or shortening one or more actuator arms to change the wheel track according to the minimum wheel track.

12. The method according to claim 8, wherein: The vehicle information includes the humidity of the road surface on which the vehicle travels and the level of friction between the vehicle and the road surface. The method further includes: determining the minimum wheel track that prevents the vehicle from slipping relative to the road surface through a wheel control system; The steps to move the wheels are achieved by the wheel control system by extending or shortening one or more actuator arms to change the wheel track according to the minimum wheel track.

13. The method according to claim 8, wherein, The wheel control system includes: A first wheel control device having an actuator arm connected to the first wheel of the vehicle; A second wheel control device having an additional actuating arm connected to a second wheel of the vehicle, and the second wheel control device being spaced apart from the first wheel control device; and The control unit controls the first wheel control device and the second wheel control device. The steps for moving the wheels include individually controlling the first wheel control device and the second wheel control device through a control unit.

14. The method of claim 13, wherein: The vehicle information includes the vehicle's acceleration and the angles of the vehicle's first and second wheels. The method further includes: determining the minimum wheelbase that will prevent the vehicle from overturning via a control unit; The step of moving the wheels is achieved by the control unit by extending or shortening one or more actuating arms of the first wheel control device, one or more additional actuating arms of the second wheel control device, or one or more actuating arms and one or more additional actuating arms, both according to the minimum wheel track, to change the vehicle's track width between the first wheel and the second wheel.

15. The method according to claim 13, wherein: The vehicle information includes the vehicle's acceleration and the angles of the vehicle's first and second wheels. The method further includes: determining, via a control unit, the maximum camber angle that can increase the vehicle's grip during cornering; The step of moving the wheels is controlled by the control unit, which controls the first wheel control device and the second wheel control device to change the camber angle of the first wheel and the second wheel according to the maximum camber angle.

16. The method of claim 13, wherein: The vehicle information includes the vehicle's acceleration and the angles of the vehicle's first and second wheels. The method further includes: determining a minimum camber angle configured to improve the driving safety of the vehicle when it is traveling in a straight line; The step of moving the wheels is achieved by the control unit controlling the first wheel control device and the second wheel control device to change the camber angle of the first wheel and the second wheel according to the minimum camber angle.

17. The method according to claim 16, wherein, The first wheel control device includes: First, consistent boom movement; and The second actuating arm is separately configured from the first actuating arm. The step of moving the wheel is achieved by the control unit changing the camber angle of the first wheel according to the minimum camber angle by extending the first actuating arm and shortening the second actuating arm.

18. The method according to claim 13, wherein, The actuator arm and the other actuator arm each include a first actuator arm, a second actuator arm, and a third actuator arm.

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