Suspension device

Abstract

A suspension device includes: a drive unit mounted inside a wheel; a first knuckle connected to the driving unit to rotate about a first axis; a second knuckle connected to the first knuckle to move along a second axis spaced apart from the first axis; a first suspension arm connected to the second knuckle to support the second knuckle with respect to a vehicle body; and a restricting member connected to the first suspension arm to restrict rotation of the second knuckle about the second shaft. A suspension device capable of reducing a kingpin offset value and improving driving stability of a vehicle by disposing a first shaft serving as a steering shaft of a wheel at a position relatively close to the wheel. A suspension device according to the present disclosure may absorb relative displacement between a second knuckle and a first arm body / limiting link due to a caster angle of a second shaft during a suspension behavior of a wheel through a first joint and a limiting joint.

Description

Technical Field

[0001] Exemplary embodiments of the present disclosure relate to a suspension apparatus, and more particularly, to a vehicle suspension apparatus in which a steering shaft and a suspension shaft are separated from each other. Background Art

[0002] In general, cars are transforming from a means of transportation to an extension of living space worldwide, and as a result, purpose-built vehicles (PBVs) with ample interior space are gaining attention. These purpose-built vehicles achieve this expanded interior space by utilizing in-wheel motors, which directly drive each wheel by placing a drive motor inside it, unlike typical electric vehicles, which have a drive motor located in the place of an existing internal combustion engine.

[0003] However, when the space inside the wheel becomes narrower than before due to the in-wheel motor, and driving force and braking force are applied to the wheel due to the increase in the kingpin offset, there is a problem in that a torque steer phenomenon occurs in which the wheel is arbitrarily turned.

[0004] The background technology of the present disclosure is disclosed in Korean Patent Application Publication No. 10-2019-0041855 (published on April 23, 2019, and entitled “Steering System for In-Wheel Motor Vehicle”). Utility Model Content

[0005] Various embodiments are directed to providing a suspension apparatus capable of improving the driving stability of a vehicle.

[0006] In order to solve the above problems, the suspension device according to the present disclosure includes: a drive unit installed inside the wheel; a first steering knuckle, connected to the drive unit to rotate around a first axis; a second steering knuckle, connected to the first steering knuckle to move along a second axis spaced apart from the first axis; a first suspension arm, connected to the second steering knuckle to support the second steering knuckle relative to the vehicle body; and a limiting member, connected to the first suspension arm to limit the rotation of the second steering knuckle around the second axis.

[0007] A distance between the second axle and the wheel may be greater than a distance between the first axle and the wheel.

[0008] The drive unit, the first steering knuckle, and the second steering knuckle may be disposed sequentially from the wheel toward the vehicle body.

[0009] The first suspension arm may include: a first arm body configured to extend from the vehicle body toward the second steering knuckle; a joint body connected to the second steering knuckle and including a first end and a second end; and a first joint connected to the first end and configured to rotatably support the first arm body.

[0010] The first end and the second end may protrude to both sides of the second steering knuckle.

[0011] The first end and the second end may be spaced apart from each other in a direction intersecting the second axis.

[0012] The second shaft may be inclined relative to a third axis extending perpendicularly from the ground and a longitudinal direction of the vehicle body, and the first joint may have a spherical shape.

[0013] Both sides of the restricting member may be connected to the vehicle body and the second end, respectively.

[0014] The restricting member may include a restricting link spaced apart from the first arm body and configured to extend from the vehicle body toward the second steering knuckle; and a restricting joint connected to the second end to rotatably support the restricting link relative to the second end.

[0015] The restraint joint may include an outer body connected to the restraint link, an inner body disposed inside the outer body and connected to the second end, and a stud connected to the inner body and rotatably contacting the outer body.

[0016] The second axis may be inclined relative to a third axis extending perpendicularly from the ground and a longitudinal direction of the vehicle body, and the stud may have a spherical shape.

[0017] The restraint joint may further include a stopper disposed around the inner body and configured to restrict the stud from rotating about a direction parallel to the second axis.

[0018] A width of the limiting member parallel to the second axis may be greater than a width of the limiting member intersecting the second axis.

[0019] The suspension device may further include a second suspension arm spaced apart from the first suspension arm and connected to the second steering knuckle.

[0020] The second steering knuckle may include a first connection portion and a second connection portion spaced apart from each other along the second axis, and the first and second suspension arms may be connected to the first and second connection portions, respectively.

[0021] The suspension apparatus according to the present disclosure can reduce a kingpin offset value and improve driving stability of a vehicle by disposing the first shaft serving as a steering shaft for the wheels at a position relatively close to the wheels.

[0022] The suspension apparatus according to the present disclosure can prevent the second steering knuckle from rotating along with the first steering knuckle and the kingpin offset from increasing arbitrarily during wheel steering by limiting the rotation of the second steering knuckle about the second axis by the limiting member.

[0023] The suspension apparatus according to the present disclosure can absorb relative displacement between the second steering knuckle and the first arm / limiting link caused by the caster angle of the second shaft during suspension behavior of the wheel through the first joint and the limit joint. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a view schematically illustrating an installation state of a suspension device according to an embodiment of the present disclosure.

[0025] Figure 2 is a perspective view schematically showing the configuration of a suspension device according to an embodiment of the present disclosure.

[0026] Figure 3 is a side view schematically showing the configuration of a suspension device according to an embodiment of the present disclosure.

[0027] Figure 4 is a front view schematically showing the configuration of a suspension device according to an embodiment of the present disclosure.

[0028] Figure 5 is an exploded perspective view schematically illustrating a configuration of a suspension device according to an embodiment of the present disclosure.

[0029] Figure 6 is an enlarged view schematically illustrating the configuration of a first suspension arm and a restriction member according to an embodiment of the present disclosure.

[0030] Figure 7 is a cross-sectional view schematically illustrating the configuration of a first suspension arm and a restriction member according to an embodiment of the present disclosure.

[0031] Figure 8 is an exploded perspective view schematically illustrating the configuration of a first suspension arm and a restriction member according to an embodiment of the present disclosure.

[0032] Figure 9 is a perspective view schematically illustrating the configuration of a restriction joint according to an embodiment of the present disclosure.

[0033] Figure 10is a front view schematically illustrating the configuration of a restraining joint according to an embodiment of the present disclosure.

[0034] Figure 11 It is along Figure 10 A cross-sectional view taken along line 11-11'.

[0035] Figure 12 It is along Figure 10 A cross-sectional view taken along line 12-12'.

[0036] Figure 13 is an operational view schematically illustrating an operation of adjusting the steering angle of the wheels.

[0037] Figure 14 is an operational view schematically illustrating collision and rebound operations of a wheel. DETAILED DESCRIPTION

[0038] Hereinafter, embodiments of the present disclosure are described with reference to the accompanying drawings.

[0039] In this process, the thickness of the lines or the size of the elements shown in the figures may be exaggerated for clarity and convenience of explanation. In addition, the terms to be described below are defined in consideration of their functions in this disclosure and may vary depending on the intention or practice of the user or operator. Therefore, these terms should be defined based on the disclosure of this specification.

[0040] In addition, in this specification, when a certain component is referred to as being “connected (or coupled) to another component,” it may mean that the former component is directly connected (or coupled) to the latter component, or is indirectly connected (or coupled) to the latter component through another component interposed therebetween. In this specification, when a certain component “includes (or contains)” a component, it means that the component does not exclude another component but may further “include (or contain)” another component, unless otherwise specified.

[0041] In addition, in this specification, the same reference numerals may refer to the same components. Even if the same reference numerals or similar reference numerals are not mentioned or described in a specific figure, these reference numerals may be described based on other figures. In addition, even if there is a part that is not represented by a reference numeral in a specific figure, the part may be described based on other figures. In addition, the number, shape, size, and relative difference of the detailed components included in the drawings of this application are provided for ease of understanding and do not limit the embodiments and may be implemented in various forms.

[0042] Figure 1 is a view schematically showing an installation state of a suspension device according to an embodiment of the present disclosure, Figure 2is a perspective view schematically showing a configuration of a suspension device according to an embodiment of the present disclosure, Figure 3 is a side view schematically showing the configuration of a suspension device according to an embodiment of the present disclosure, Figure 4 is a front view schematically showing the configuration of a suspension device according to an embodiment of the present disclosure, and Figure 5 is an exploded perspective view schematically illustrating a configuration of a suspension device according to an embodiment of the present disclosure.

[0043] Reference Figures 1 to 5 , a plurality of suspension devices 1 may be provided. The plurality of suspension devices 1 may be mounted on corresponding wheels 2 individually.

[0044] Hereinafter, one suspension device 1 among the plurality of suspension devices 1 will be described as an example. The description of the one suspension device 1 to be described below can be applied to the remaining suspension devices 1 in the same manner.

[0045] The vehicle body V is a component forming the exterior and frame of the vehicle, and may include a main body, a chassis frame, and a sub-frame.

[0046] The following is an example, based on Figures 1 to 5 , the longitudinal direction of the vehicle body V refers to the direction parallel to the X-axis direction, the width direction of the vehicle body V refers to the direction parallel to the Y-axis direction, and the direction perpendicular to the ground refers to the direction parallel to the Z-axis direction.

[0047] The suspension device 1 according to the present embodiment includes a drive unit 100 , a first knuckle 200 , a second knuckle 300 , a first suspension arm 400 , and a restriction member 500 .

[0048] When the vehicle travels, the drive unit 100 may function as a component for rotating the wheel 2 by providing driving force to the wheel 2. The drive unit 100 may be installed inside the wheel 2 of the vehicle.

[0049] The drive unit 100 according to this embodiment can be provided inside the wheel 2 and is exemplified by various types of in-wheel motors, including a stator that forms a magnetic field by receiving power from a vehicle battery or the like, and a rotor that rotates by electromagnetic interaction between the stator and the rotor and rotates the wheel 2. The central axes of the stator and the rotor are coaxial with the central axis C of the wheel 2 and can be concentrically stacked inside the wheel 2.

[0050] The first knuckle 200 may be connected to the drive unit 100 to rotate about the first axis A1 and may change the steering angle of the wheel 2. The first knuckle 200 may serve as a component supporting the drive unit 100 disposed inside the wheel 2 and transmitting steering force to the wheel 2.

[0051] The first steering knuckle 200 according to the present embodiment may be provided between the drive unit 100 and the vehicle body V. The first steering knuckle 200 may be provided to face the drive unit 100 in a direction parallel to the central axis C of the wheel 2. The first steering knuckle 200 may be connected to the stator of the drive unit 100 by various types of connection methods, such as bolting and welding. The first steering knuckle 200 may rotatably support the rotor of the drive unit 100 via a wheel bearing 201. The first steering knuckle 200 may be manufactured by using a molded metal-based material such as casting to ensure sufficient rigidity.

[0052] The first steering knuckle 200 may be rotatably supported about a first axis A1 by a second steering knuckle 300, which will be described below. The first steering knuckle 200 may be connected to a tie rod 202 and may receive a steering force generated by the driver's steering wheel operation through the tie rod 202. The first steering knuckle 200 may rotate clockwise or counterclockwise about the first axis A1 in response to the received steering force, thereby changing the steering angle of the wheel 2.

[0053] The first axis A1 can be used as a steering axis for the wheels 2. Figure 3 As shown, the first axis A1 can be tilted relative to a third axis A3 extending perpendicular to the ground and the width direction of the vehicle body V to form a predetermined kingpin angle. Therefore, the first steering knuckle 200 can reduce the steering force required to steer the wheel 2 and reduce the impact applied to the vehicle during braking.

[0054] like Figure 4 As shown, the first axis A1 can be tilted relative to the third axis A3 and the longitudinal direction of the vehicle body V to form a predetermined caster angle. For example, the first axis A1 can be set from the third axis A3 toward a direction parallel to the longitudinal direction of the vehicle body V ( Figure 4 The first steering knuckle 200 is tilted at an angle of about 9.1°. Therefore, the first steering knuckle 200 can improve the straight-line driving performance of the vehicle and provide a restoring force to the wheel 2 after turning.

[0055] The specific shape of the first steering knuckle 200 is not limited to Figure 5 The shape shown, and the first knuckle 200 may be designed in various ways within the technical concept of a shape that can be connected to the driving unit 100 and rotated around the first axis A1.

[0056] The second steering knuckle 300 is connected to the first steering knuckle 200 to rotatably support the first steering knuckle 200 about the first axis A1. During collision and rebound movement of the wheel 2, the second steering knuckle 300 can move along a second axis A2 spaced apart from the first axis A1. In other words, the second steering knuckle 300 can serve as a component that provides support force to the first steering knuckle 200 and guides the direction of suspension movement of the wheel 2.

[0057] The second steering knuckle 300 according to the present embodiment may be disposed between the first steering knuckle 200 and the vehicle body V. The second steering knuckle 300 may be disposed to face the first steering knuckle 200 in a direction parallel to the central axis C of the wheel 2. In other words, the drive unit 100, the first steering knuckle 200, and the second steering knuckle 300 may be disposed in this order from the wheel 2 toward the vehicle body V.

[0058] The longitudinal direction of the second steering knuckle 300 can be arranged parallel to the second axis A2. The upper end and the lower end of the second steering knuckle 300 can be arranged to be spaced apart from each other along the second axis A2. During the collision and rebound behavior of the wheel 2, the second steering knuckle 300 can reciprocate linearly up and down along the second axis A2.

[0059] The second axle A2 can be used as a suspension axle for the wheel 2. Figure 3 As shown, the first axis A1 and the second axis A2 can be spaced apart from each other along the width direction of the vehicle body V. In other words, the first steering knuckle 200 and the second steering knuckle 300 can separate the steering axis of the wheel 2 and the suspension axis of the wheel 2 from each other. The distance between the second axis A2 and the wheel 2 can be greater than the distance between the first axis A1 and the wheel 2. Therefore, the first axis A1, which serves as the steering axis of the wheel 2, is positioned relatively close to the wheel 2, allowing the first steering knuckle 200 and the second steering knuckle 300 to reduce the kingpin offset value and improve the driving and braking stability of the vehicle.

[0060] like Figure 4 As shown, the second axis A2 can be tilted relative to the third axis A3 and the longitudinal direction of the vehicle body V to form a predetermined caster angle. For example, the second axis A2 can be set from the third axis A3 toward a direction parallel to the longitudinal direction of the vehicle body V ( Figure 4 The X-axis in FIG is tilted at an angle of about 9.1°.

[0061] The second steering knuckle 300 may include a steering knuckle joint 301 that rotatably supports the first steering knuckle 200. The steering knuckle joint 301 may include various types of connecting devices that can connect different components, such as a ball joint, to enable relative rotation. The steering knuckle joints 301 may be provided in pairs. The pair of steering knuckle joints 301 may be arranged to be spaced apart from each other along the first axis A1. The pair of steering knuckle joints 301 may be individually connected to different locations on the first steering knuckle 200 that are spaced apart from the second steering knuckle 300 along the first axis A1.

[0062] The second steering knuckle 300 may further include a first connection portion 310 and a second connection portion 320. The first connection portion 310 and the second connection portion 320 may be respectively disposed at opposite ends of the second steering knuckle 300, spaced apart from each other along the second axis A2. The first connection portion 310 and the second connection portion 320 may each be formed into a shape having a hole penetrating the second steering knuckle 300. The central axes of the first connection portion 310 and the second connection portion 320 may be arranged perpendicular to the second axis A2 and the central axis C of the wheel 2. The following is an example in which the first connection portion 310 is located below the second connection portion 320; however, the first connection portion 310 and the second connection portion 320 are not limited thereto, and the first connection portion 310 may be located above the second connection portion 320.

[0063] The specific shape of the second steering knuckle 300 is not limited to Figure 5 The shape shown, and the second steering knuckle 300 can be designed in various ways within the technical concept of supporting the shape of the first axis A1, so that the first steering knuckle 200 can rotate during the collision and rebound movement of the wheel 2 and can reciprocate along the second axis A2.

[0064] The first suspension arm 400 may be connected to the second steering knuckle 300 to support the second steering knuckle 300 relative to the vehicle body V. The following description is an example in which the first suspension arm 400 is connected to the first connection portion 310 of the second steering knuckle 300; however, the first suspension arm 400 is not limited thereto and may be connected to the second connection portion 320 of the second steering knuckle 300.

[0065] Figure 6 is an enlarged view schematically showing the configuration of a first suspension arm and a restriction member according to an embodiment of the present disclosure, Figure 7 is a cross-sectional view schematically illustrating the configuration of a first suspension arm and a restriction member according to an embodiment of the present disclosure, and Figure 8 is an exploded perspective view schematically illustrating the configuration of a first suspension arm and a restriction member according to an embodiment of the present disclosure.

[0066] Reference Figures 1 to 8 The first suspension arm 400 according to the present embodiment may include a first arm body 410 , a joint body 420 and a first joint 430 .

[0067] The first arm body 410 may form a schematic appearance of the first suspension arm 400 and extend from the vehicle body V toward the second steering knuckle 300 .

[0068] The first arm 410 according to the present embodiment may be formed to have a wishbone shape. However, the shape of the first arm 410 is not limited thereto and may be designed in various shapes, such as a link arm. The first arm 410 may be disposed between the second steering knuckle 300 and the vehicle body V.

[0069] One end of the first arm 410 may be rotatably connected to the vehicle body V via a bushing, a bearing, a joint, etc. During the collision and rebound movement of the wheel 2, the one end of the first arm 410 may rotate clockwise or counterclockwise about a direction parallel to the longitudinal direction of the vehicle body V.

[0070] The other end of the first arm 410 may be disposed to face one side of the first connection portion 310 of the second steering knuckle 300. The other end of the first arm 410 may be spaced apart from the first connection portion 310 along a central axis thereof.

[0071] The joint body 420 can be connected to the second steering knuckle 300. The joint body 420 according to the present embodiment can be formed in a bar shape having a first end 421 and a second end 422. The joint body 420 can be arranged so that its central axis is coaxial with the central axis of the first connecting part 310. The joint body 420 can be inserted into the first connecting part 310. The outer surface of the joint body 420 can be fixed to the inner surface of the first connecting part 310. Therefore, the joint body 420 can not rotate around the central axis of the first connecting part 310.

[0072] The first end 421 and the second end 422 may protrude to both sides of the second steering knuckle 300 relative to the first connecting portion 310. Since the central axis of the joint body 420 is located on the same axis as the central axis of the first connecting portion 310, the first end 421 and the second end 422 may be spaced apart from each other along a direction intersecting the second axis A2 (more specifically, a direction perpendicular to the second axis A2). The first end 421 may be disposed to face the other end of the first arm body 410, which faces one side of the first connecting portion 310.

[0073] The first joint 430 may be connected to the first end 421 to rotatably support the first arm 410 relative to the joint body 420. The first joint 430 according to this embodiment may extend from the first end 421 toward the other end of the first arm 410. The first joint 430 may be inserted into the other end of the first arm 410.

[0074] The first joint 430 may be spherical. The outer surface of the first joint 430 may be in rolling contact with the inner surface of the other end of the first arm 410. Therefore, during the suspension operation of the wheel 2, the first joint 430 may rotate relative to the first arm 410 on multiple axes and may absorb relative displacement between the second steering knuckle 300 and the first arm 410 through the caster angle of the second axis A2.

[0075] A restriction member 500 may be connected to the first suspension arm 400 to restrict rotation of the second steering knuckle 300 about the second axis A2. More specifically, the restriction member 500 serves to restrict rotation of the second steering knuckle 300 about the second axis A2 by applying a rotational force from the first steering knuckle 200 when the first steering knuckle 200 rotates about the first axis A1. Therefore, when steering the wheel 2, the restriction member 500 prevents the second steering knuckle 300 from rotating along with the first steering knuckle 200, preventing an undue increase in the kingpin offset and improving vehicle driving stability.

[0076] Both sides of the restricting member 500 can be connected to the vehicle body V and the second end 422 of the joint body 420, respectively. Therefore, the first arm body 410 and the restricting member 500 can connect the first end 421 and the second end 422 of the joint body 420, which are spaced apart from each other in a direction intersecting the second axis A2, to the vehicle body V, thereby suppressing the rotation of the second steering knuckle 300 about the second axis A2.

[0077] The restriction member 500 may include a restriction link 510 and a restriction joint 520 .

[0078] The restricting link 510 may be spaced apart from the first arm body 410 and may extend from the vehicle body V toward the second steering knuckle 300 .

[0079] The limiting link 510 according to the present embodiment may be formed in the shape of a link arm. However, the shape of the limiting link 510 is not limited thereto and may be designed in various shapes, such as a wishbone. The limiting link 510 may be disposed between the second steering knuckle 300 and the vehicle body V.

[0080] One end of the restriction link 510 may be rotatably connected to the vehicle body V via a bushing, a bearing, a joint, etc. During collision and rebound movement of the wheel 2 , the one end of the restriction link 510 may rotate clockwise or counterclockwise about a direction parallel to the longitudinal direction of the vehicle body V.

[0081] The other end of the limiting link 510 may be spaced apart from the first connecting portion 310 along the central axis of the first connecting portion 310. In other words, the other end of the first arm body 410 and the other end of the limiting link 510 may be disposed on both sides of the second steering knuckle 300, with the first connecting portion 310 interposed therebetween. The other end of the limiting link 510 may be disposed so as to face the second end 422 of the joint body 420 that protrudes from the other side of the first connecting portion 310 of the second steering knuckle 300.

[0082] The restriction joint 520 may be connected to the second end 422 of the joint body 420 to rotatably support the restriction link 510 relative to the second end 422 .

[0083] Figure 9is a perspective view schematically illustrating a configuration of a restriction joint according to an embodiment of the present disclosure,

[0084] Figure 10 is a front view schematically illustrating a configuration of a restraining joint according to an embodiment of the present disclosure, Figure 11 It is along Figure 10 A cross-sectional view taken along line 11-11' in FIG. Figure 12 It is along Figure 10 A cross-sectional view taken along line 12-12'.

[0085] Figures 9 to 12 The Z' axis is parallel to Figures 1 to 4 The second axis A2 is shown as an axis, and the Y' axis may refer to an axis parallel to Figures 1 to 4 The Y axis is shown.

[0086] Reference Figures 1 to 12 The restriction joint 520 according to the present embodiment may include an outer body 521 , an inner body 522 and a stud 523 .

[0087] The outer body 521 can form a schematic appearance of the restriction joint 520 and can be connected to the restriction link 510. The outer body 521 according to the present embodiment can be formed into a cylindrical shape with openings at both ends thereof. The outer body 521 can be inserted into and fixed to the other end of the restriction link 510. The outer peripheral surface of the outer body 521 can be press-fitted to the inner peripheral surface of the other end of the restriction link 510, or can be fixed thereto by welding. The inner peripheral surface of the outer body 521 can be arranged to surround the entire outer peripheral surface of the second end 422. The inner peripheral surface of the outer body 521 can be separated by a predetermined distance from the outer peripheral surface of the second end 422.

[0088] The outer body 521 may include a bearing portion 521a for rotatably supporting a stud 523, which will be described below. The bearing portion 521a may be manufactured separately from the outer body 521 and then coupled to the outer body 521. Alternatively, the bearing portion 521a may be integrally formed with the outer body 521. The bearing portion 521a may be formed to protrude a predetermined distance from the inner circumferential surface of the outer body 521 toward the second end 422.

[0089] The inner body 522 can be arranged inside the outer body 521 and connected to the second end 422. The inner body 522 according to the present embodiment can be formed into a hollow rod shape. The second end 422 can be inserted into the inner body 522 through the hollow portion of the inner body 522. The inner circumferential surface of the inner body 522 can be fixed to the outer circumferential surface of the second end 422 by press fitting, welding, etc. The central axis of the inner body 522 can be arranged coaxially with the central axis of the joint body 420. The central axis of the inner body 522 can be arranged perpendicular to the second axis A2.

[0090] The stud 523 may be connected to the inner body 522 and may rotatably contact the outer body 521. The stud 523 according to the present embodiment may protrude from the outer circumferential surface of the inner body 522 toward the inner circumferential surface of the outer body 521. The outer surface of the stud 523 may rotatably contact the bearing portion 521a of the outer body 521.

[0091] The stud 523 can be formed to have a spherical shape. The outer surface of the stud 523 can be in rolling contact with the inner surface of the bearing portion 521a. Therefore, during the suspension behavior of the wheel 2, the stud 523 can rotate on multiple axes relative to the outer body 521, and the relative displacement between the second steering knuckle 300 and the first arm body 410 can be absorbed by the castor angle of the second axis A2. In this case, since the rotational movement of the second steering knuckle 300 about the second axis A2 is suppressed by the length rigidity of the first arm body 410 and the limiting link 510, the rotation of the first joint 430 and the stud 523 about the direction parallel to the second axis A2 can also be selectively suppressed.

[0092] The restraining joint 520 may also include a dust cover 524 .

[0093] The dust cover 524 can be used as a component to prevent foreign matter from entering the interior of the outer body 521. The dust cover 524 according to the present embodiment can be formed in the shape of a hollow bellows with openings on both sides. The dust cover 524 can be arranged to surround the end of the inner body 522. The two sides of the dust cover 524 can be fixed to the outer peripheral surface of the outer body 521 and the outer peripheral surface of the inner body 522, respectively. The dust cover 524 can be made of an elastically deformable material (such as rubber or silicone) so as not to interfere with the relative rotation between the outer body 521 and the inner body 522.

[0094] The dust cover 524 may be provided in pairs. The pair of dust cover 524 may be symmetrically arranged on both sides of the outer body 521.

[0095] The limiting joint 520 may further include a limiting member 525 .

[0096] The stopper 525 may be disposed around the inner body 522 and may prevent the stud 523 from rotating about a direction parallel to the second axis A2. In addition to the length rigidity of the first arm 410 and the limiting link 510, the stopper 525 may serve as a component for additionally inhibiting the rotational movement of the second steering knuckle 300 about the second axis A2.

[0097] The stopper 525 according to this embodiment can extend from the end of the outer body 521 along the longitudinal direction of the inner body 522. The stopper 525 can be formed into a hollow ring with two open sides. The inner surface of the stopper 525 can be set to surround the entire outer circumference of the inner body 522.

[0098] The stopper 525 may be formed to have a substantially elliptical cross-sectional shape. Figures 10 to 12 As shown, the width t1 of the stopper 525 parallel to the second axis A2 can be greater than the width t2 of the stopper 525 intersecting the second axis A2 (more specifically, perpendicular to the second axis A2). The width of the stopper 525 can refer to the distance between the inner surfaces of the stopper 525, which are perpendicular to the longitudinal direction of the joint body 420 and pass through the central axis of the joint body 420. Therefore, the stopper 525 can inhibit the second steering knuckle 300 from rotating about the second axis A2 by reducing the range in which the stud 523 can rotate about a direction parallel to the second axis A2.

[0099] The width t2 of the stopper 525 perpendicular to the second axis A2 may be equal to the outer diameter of the inner body 522. Therefore, the stopper 525 can be maintained in contact with the outer peripheral surface of the inner body 522 in the direction perpendicular to the second axis A2, thereby more effectively suppressing the rotation of the second steering knuckle 300 about the second axis A2.

[0100] The suspension device according to the present embodiment may further include a second suspension arm 600 .

[0101] The second suspension arm 600 may be spaced apart from the first suspension arm 400 and connected to the second steering knuckle 300. The second suspension arm 600 may be used as a configuration that supports the second steering knuckle 300 relative to the vehicle body V at a position different from that of the first suspension arm 400. Below is an example in which the second suspension arm 600 is connected to the second connection portion 320 of the second steering knuckle 300; however, the second suspension arm 600 is not limited thereto and may also be connected to the first connection portion 310 of the second steering knuckle 300.

[0102] The second suspension arm 600 according to the present embodiment may include a second arm body 610 and a second joint 620 .

[0103] The second arm body 610 may form a schematic appearance of the second suspension arm 600 and may extend from the vehicle body V toward the second steering knuckle 300 .

[0104] The second arm 610 according to this embodiment can be formed into a wishbone shape. However, the shape of the second arm 610 is not limited thereto and can be designed in various shapes, such as a link arm. The second arm 610 can be positioned between the second steering knuckle 300 and the vehicle body V. The second arm 610 can be positioned spaced apart from the first arm 410 along the second axis A2.

[0105] One end of the second arm 610 may be rotatably connected to the vehicle body V via a bushing, a bearing, a joint, etc. During the collision and rebound movement of the wheel 2, the one end of the second arm 610 may rotate clockwise or counterclockwise about a direction parallel to the longitudinal direction of the vehicle body V. The other end of the second arm 610 may be disposed to face the second connecting portion 320 of the second steering knuckle 300.

[0106] The second joint 620 may be connected to the second knuckle 300 to rotatably support the second arm 610 relative to the second knuckle 300. The second joint 620 according to this embodiment may be inserted into the second connecting portion 320. Both sides of the second knuckle 620 may protrude from the second connecting portion 320 to both sides of the second knuckle 300. Both sides of the second joint 620 may be connected to different positions of the other end of the second arm 610 facing the second connecting portion 320.

[0107] The second joint 620 may include a connection device, such as a ball joint, which can support the second arm 610 to rotate on multiple axes relative to the second steering knuckle 300. Therefore, during the suspension behavior of the wheel 2, the second arm 610 can rotate on multiple axes relative to the second steering knuckle 300, and can absorb the relative displacement between the second steering knuckle 300 and the second arm 610 through the castor angle of the second axis A2.

[0108] The suspension apparatus according to the present embodiment may further include a shock absorber 700 .

[0109] The shock absorber 700 may absorb shock or vibration transmitted from the road surface to the vehicle body through the wheel 2 .

[0110] The shock absorber 700 according to this embodiment can be exemplified by various types of shock absorbers, including a cylinder that can expand in the longitudinal direction and a spring that elastically supports the expansion and contraction movement of the cylinder. The shock absorber 700 can be arranged longitudinally parallel to the second axis A2. One end of the shock absorber 700 can be connected to the first arm 410, and the other end can be connected to a wheel housing (not shown) of the vehicle.

[0111] The suspension apparatus according to the present embodiment may further include a brake unit 800 .

[0112] The brake unit 800 may apply or release a braking force by interfering with the rotation of the wheel 2 .

[0113] The brake unit 800 according to the present embodiment may include a brake disc 810 and a caliper brake 820 .

[0114] The brake disc 810 can be connected to the wheel 2 or the drive unit 100 so as to rotate as the wheel 2 rotates. The brake disc 810 according to this embodiment can be formed into a disc shape and installed in the wheel 2. The brake disc 810 can be arranged so that its central axis is on the same line as the central axis of the wheel 2. The brake disc 810 can be integrally connected to the wheel 2 or the rotor of the drive unit 100 by bolting or the like. Therefore, when the wheel 2 rotates, the brake disc 810 can rotate around the central axis together with the wheel 2. The diameter of the brake disc 810 can be designed in various ways according to the diameter of the wheel 2, the size of the drive unit 100, etc.

[0115] When braking the vehicle, the caliper brake 820 can apply braking force by pressing the brake disc 810. The caliper brake 820 according to the present embodiment may include a brake pad disposed facing the brake disc 810, a caliper housing coupled to the first steering knuckle 200 to support the brake pad so as to be able to reciprocate, and a piston installed in the caliper housing to be able to move forward and backward and to press the brake pad toward the brake disc 810 or release pressure on the brake pad according to the direction of movement.

[0116] The operation of the suspension device according to the embodiment of the present disclosure is described in detail below.

[0117] Figure 13 is an operational view schematically illustrating an operation of adjusting the steering angle of the wheels.

[0118] Reference Figures 1 to 13 When the vehicle is turned, the steering force generated by the driver's steering wheel operation is transmitted to the first steering knuckle 200 through the tie rod 202 .

[0119] The first steering knuckle 200 rotates clockwise or counterclockwise around the first axis A1 and changes the steering angle of the wheel 2 .

[0120] As the first steering knuckle 200 rotates about the first axis A1 , a rotational force about the second axis A2 is generated in the second steering knuckle 300 .

[0121] The rotational force of the second steering knuckle 300 is transmitted to the joint body 420 through the first connecting portion 310 , and the first end 421 and the second end 422 of the joint body 420 apply traction or compression force to the first arm 410 and the restriction link 510 , respectively.

[0122] The traction force or the compression force applied to the first arm 410 and the restriction link 510 is offset by the rigidity of the first arm 410 and the restriction link 510 , and the rotation of the second steering knuckle 300 about the second axis A2 may be suppressed.

[0123] In this process, when the inner body 522 of the restriction joint 520 contacts the stopper 525 in a direction perpendicular to the second axis A2, the rotation of the second steering knuckle 300 around the second axis A2 may be suppressed multiple times by the generated reaction force.

[0124] Figure 14 is an operational view schematically illustrating collision and rebound operations of a wheel.

[0125] Reference Figure 14 When the wheel 2 collides and rebounds due to unevenness of the road surface, the second steering knuckle 300 connected to the wheel 2 through the first steering knuckle 200 reciprocates linearly along the second axis A2 together with the wheel 2.

[0126] One end of the first arm 410 and one end of the restriction link 510 rotate relative to the vehicle body V by the reciprocating motion of the second steering knuckle 300 .

[0127] The second axis A2 is set to be inclined at a predetermined angle relative to the third axis A3 in the longitudinal direction of the vehicle body V, and since the rotation center axis of one end of the first arm body 410 and the rotation center axis of one end of the limiting link 510 are set to be parallel to the longitudinal direction of the vehicle body V, a torsional load is generated between the other end of the first arm body 410 and the other end of the limiting link 510 and the second steering knuckle 300.

[0128] The first joint 430 and the limiting joint 520 rotate the first arm 410 and the limiting link 510 relative to the second steering knuckle 300 , respectively.

[0129] The angular displacement of the first arm 410 and the limiting link 510 relative to the second steering knuckle 300 can offset the torsional load generated between the other end of the first arm 410 and the other end of the limiting link 510 and the second steering knuckle 300 .

[0130] Although the present disclosure has been described with reference to the embodiments shown in the drawings, the embodiments of the present disclosure are for illustrative purposes only, and those skilled in the art will appreciate that various modifications and other equivalent embodiments may be made therefrom.

Claims

1. A suspension device, characterized in that: include: A drive unit mounted inside the wheel; a first steering knuckle connected to the drive unit for rotation about a first axis; a second steering knuckle connected to the first steering knuckle for movement along a second axis spaced apart from the first axis; a first suspension arm connected to the second steering knuckle to support the second steering knuckle relative to a vehicle body; and A restriction member is connected to the first suspension arm to restrict rotation of the second steering knuckle about the second axis.

2. The suspension device according to claim 1, characterized in that A distance between the second axle and the wheel is greater than a distance between the first axle and the wheel.

3. The suspension device according to claim 1, wherein: The drive unit, the first steering knuckle, and the second steering knuckle are sequentially arranged from the wheel toward the vehicle body.

4. The suspension device according to claim 1, wherein: The first suspension arm comprises: a first arm configured to extend from the vehicle body toward the second steering knuckle; a joint body connected to the second steering knuckle and including a first end and a second end; and The first joint is connected to the first end and is configured to rotatably support the first arm.

5. The suspension device according to claim 4, characterized in that The first end and the second end protrude to both sides of the second steering knuckle.

6. The suspension device according to claim 4, characterized in that The first end and the second end are spaced apart from each other in a direction intersecting the second axis.

7. The suspension device according to claim 4, characterized in that The second axis is inclined relative to a third axis extending perpendicularly from the ground and the longitudinal direction of the vehicle body, and The first joint has a spherical shape.

8. The suspension device according to claim 4, characterized in that Both sides of the restricting member are connected to the vehicle body and the second end, respectively.

9. The suspension device according to claim 8, characterized in that The limiting member comprises: a restraining link spaced apart from the first arm and configured to extend from the vehicle body toward the second steering knuckle; and A limit joint is connected to the second end to rotatably support the limit link relative to the second end.

10. The suspension device according to claim 9, characterized in that The restriction joint comprises: an outer body connected to the restraining link; an inner body disposed inside the outer body and connected to the second end; and A stud is connected to the inner body and is capable of rotatably contacting the outer body.

11. The suspension device according to claim 10, characterized in that The second axis is inclined relative to a third axis extending perpendicularly from the ground and the longitudinal direction of the vehicle body, and The stud has a spherical shape.

12. The suspension device according to claim 10, characterized in that The restraining joint further comprises: A stopper is disposed around the inner body and configured to prevent the stud from rotating about a direction parallel to the second axis.

13. The suspension device according to claim 12, wherein: A width of the limiting member parallel to the second axis is greater than a width of the limiting member intersecting the second axis.

14. The suspension device according to claim 1, wherein: Also includes: A second suspension arm is spaced apart from the first suspension arm and connected to the second steering knuckle.

15. The suspension device according to claim 14, characterized in that The second steering knuckle includes a first connecting portion and a second connecting portion spaced apart from each other along the second axis, and The first suspension arm and the second suspension arm are connected to the first connecting portion and the second connecting portion, respectively.

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