Suspension device

Abstract

The present disclosure provides a suspension apparatus comprising: a carrier connected to a wheel; a torsion beam axle connected to the vehicle body and configured to rotatably support the carrier; and a steering member connected to the carrier and configured to rotate the carrier relative to the torsion beam axle. According to the torsion beam type axle, steering of the rear wheel is achieved through the steering component enabling the bearing frame to rotate relative to the vehicle body and the torsion beam type axle.

Description

Technical Field

[0001] This disclosure relates to a suspension device, and more specifically, to a rear wheel suspension device for an electric vehicle. Background Technology

[0002] Typically, a vehicle's suspension is a device that connects the axle to the vehicle body. This device prevents vibrations or shocks received from the road surface during driving from being directly transmitted to the vehicle body, thereby preventing damage to the vehicle body or cargo and improving ride comfort.

[0003] In recent years, the development of environmentally friendly vehicles, including electric vehicles, has increased. Regarding electric vehicles, a suspension system is being actively developed that ensures space for accommodating high-capacity batteries to increase the all-electric driving range (AER).

[0004] The related technology disclosed herein is disclosed in Korean Patent Publication No. 10-2022-0162460 (published on December 8, 2022, entitled "Torsion Beam Axle Assembly for Vehicles"). Utility Model Content

[0005] Various implementations are intended to provide a suspension device capable of rear-wheel steering.

[0006] A suspension device according to an embodiment of the present disclosure includes: a carrier connected to a wheel; a torsion beam axle connected to a vehicle body and configured to rotatably support the carrier; and a steering component connected to the carrier and configured to rotate the carrier relative to the torsion beam axle.

[0007] A torsion beam axle may include: a torsion bar spaced apart from the load cell and configured to be parallel to the width direction of the vehicle body; a first trailing arm extending from the torsion bar and connected to the vehicle body; a second trailing arm extending from the torsion bar and configured to face the load cell; and a steering joint disposed between the load cell and the second trailing arm.

[0008] The torsion bar can be located at the rear of the support frame.

[0009] Steering joints may include ball joints.

[0010] The steering component may include: a steering actuator spaced apart from the carrier and configured to generate a driving force; a tie rod disposed between the steering actuator and the carrier and configured to receive the driving force from the steering actuator and reciprocate; and a conversion joint disposed between the carrier and the tie rod and configured to convert the reciprocating motion of the tie rod into the rotational motion of the carrier.

[0011] The tie rod can be set to be parallel to the torsion bar.

[0012] Adapters may include ball joints.

[0013] The center axis of the swivel joint can be arranged parallel to the center axis of the conversion joint.

[0014] The suspension equipment may also include: a shock absorber, comprising a first connection portion connected to the carrier and a second connection portion connected to the vehicle body.

[0015] At least one of the first connecting portion and the second connecting portion may include a ball joint.

[0016] The suspension system may also include: an elastic element disposed between the carrier and the vehicle body, and configured to elastically support the carrier relative to the vehicle body.

[0017] The carrier may include: a first carrier body configured to face the wheel; and a second carrier body extending from the first carrier body and including a seating recess in which the lower end of the elastic element is seated.

[0018] The suspension system may also include bearings configured to rotatably support elastic elements relative to the vehicle body.

[0019] The suspension equipment may also include: a link arm configured to face the torsion beam axle, with a load cell between the link arm and the torsion beam axle; and a link joint disposed between the link arm and the load cell.

[0020] Linkage joints may include ball joints.

[0021] According to this disclosure, rear-wheel steering is achieved by a steering component that causes the load-bearing frame to rotate relative to the vehicle body and the torsion beam axle.

[0022] According to this disclosure, smooth steering of the wheel can be achieved through ball joints and bearings, thereby preventing component damage caused by torsional loads.

[0023] According to this disclosure, because the tie rod is set to be parallel to the width direction of the vehicle body, the lateral stiffness of the load-bearing frame can be increased, and the reaction moment and load acting on the connection point between the load-bearing frame and the torsion beam axle can be reduced. Attached Figure Description

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

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

[0026] Figure 3This is a schematic bottom perspective view showing the configuration of a suspension device according to an embodiment of the present disclosure.

[0027] Figure 4 An exploded perspective view schematically illustrating the configuration of a suspension device according to an embodiment of the present disclosure.

[0028] Figure 5 This is a schematic diagram illustrating the connection structure of the steering joint according to an embodiment of the present disclosure.

[0029] Figure 6 This is a schematic plan view showing the configuration of the steering component according to an embodiment of the present disclosure.

[0030] Figure 7 This is a schematic side view showing the configuration of a steering component according to an embodiment of the present disclosure.

[0031] Figure 8 This is a schematic diagram illustrating the connection structure of the adapter according to an embodiment of the present disclosure.

[0032] Figure 9 This is a schematic diagram illustrating the configuration of a shock absorber according to an embodiment of the present disclosure.

[0033] Figure 10 This is a schematic diagram illustrating the arrangement of elastic elements according to embodiments of the present disclosure.

[0034] Figure 11 This is a schematic diagram illustrating the connection structure of a connecting rod joint according to an embodiment of the present disclosure.

[0035] Figure 12 This is a schematic diagram illustrating the operating state of a suspension device according to an embodiment of the present disclosure. Detailed Implementation

[0036] In the following description, embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0037] It should be noted that the accompanying drawings are not drawn to exact scale for ease of description and clarity only, and the thickness of lines or the dimensions of components may be enlarged. Furthermore, the terminology used herein is defined with reference to the function of this disclosure and may be changed according to the habits or intentions of passengers or operators. Therefore, the definitions of terms should be made in accordance with the full disclosure set forth herein.

[0038] Throughout this specification, when a component is described as being "connected to" or "attached to" another component, it may be directly "connected to" or "attached to" that other component, or there may be one or more other components between the two components. In this specification, when a portion "comprises" or "has" a component, that portion may also "comprise" or "have" other components, without excluding other components, unless there is a specific description to the contrary.

[0039] Throughout this specification, the same reference numerals may denote the same parts. Although the same or similar reference numerals may not be mentioned or described in a particular drawing, they may be described with reference to other drawings. Furthermore, although a part may not be represented by a reference numeral in a particular drawing, it may be described with reference to other drawings. Additionally, the number, shape, size, and relative differences in size of the detailed parts included in the drawings of this application are provided for ease of description and do not limit the implementation; rather, they can be implemented in various forms.

[0040] Figure 1 This is a schematic diagram illustrating the installation state of a suspension device according to an embodiment of the present disclosure. Figure 2 This is a perspective view schematically showing the configuration of a suspension device according to an embodiment of the present disclosure. Figure 3 This is a schematic bottom perspective view showing the configuration of a suspension device according to an embodiment of the present disclosure. Figure 4 An exploded perspective view schematically illustrating the configuration of a suspension device according to an embodiment of the present disclosure.

[0041] The vehicle body V described below can refer to various structures that form the structural frame of the vehicle, such as the main frame, subframe, or body shell. In the following description, as an example, the longitudinal direction of the vehicle body V refers to the direction relative to the vehicle's structural frame. Figure 1 The direction parallel to the X-axis, and the width direction of the vehicle body V refers to the direction based on... Figure 2 The direction parallel to the Y-axis.

[0042] Furthermore, the wheel W described below may refer to the rear wheel of the vehicle. The central axis C of the wheel W may be arranged parallel to the width direction of the vehicle body V.

[0043] refer to Figures 1 to 4 According to the embodiment, the suspension device 1 can be disposed between a pair of wheels W spaced apart along the width direction of the vehicle body V. Since the wheels W are exemplified as the rear wheels of the vehicle, the suspension device 1 can be positioned at the rear of the vehicle body V. The suspension device 1 provides a mechanical connection between the wheels W and the vehicle body V and serves as a configuration for performing suspension and steering operations on each wheel W.

[0044] The suspension device 1 according to this embodiment includes a load cell 100, a torsion beam axle 200, and a steering component 300.

[0045] The carrier 100 can be connected to a wheel W that is rotatably mounted on the underside of the vehicle body V. The carrier 100 can be used as a configuration to provide a mechanical connection between the vehicle body V and the wheel W for various suspension components, such as a torsion beam axle 200. The carrier 100 can rotate with the wheel W about the steering axis A during steering operations. In the following description, by way of example, the steering axis A will be described as parallel to a Z-axis perpendicular to the ground. However, the steering axis A is not limited to this and can be arranged to be inclined at a predetermined angle relative to the ground.

[0046] The support frame 100 can be arranged in pairs. A pair of support frames 100 can be individually connected to a pair of wheels W that are positioned facing each other in the width direction of the vehicle body V.

[0047] The support frame 100 according to this embodiment may include a first support frame body 110 and a second support frame body 120.

[0048] The first support frame body 110 can form the shape of the first side of the support frame 100 and can rotatably support the corresponding wheel W.

[0049] According to this embodiment, the first support frame body 110 can be configured to face the wheel W in the width direction of the vehicle body V. The first support frame body 110 can be spaced apart from the inner surface of the wheel W in the width direction of the vehicle body V by a predetermined distance. The inner surface of the wheel W can refer to the surfaces of a pair of wheels W spaced apart in the width direction of the vehicle body V that face each other.

[0050] The first support frame body 110 can rotatably support the wheel W about the central axis C of the wheel W. For example, the first support frame body 110 can be connected to the wheel W via a wheel bearing. The specific shape of the first support frame body 110 is not limited to... Figures 2 to 4 The shape shown can be modified into various shapes through design variations.

[0051] The first support frame body 110 may be provided with a first connecting part 111 and a second connecting part 112.

[0052] The first connecting portion 111 provides a connection point between the torsion beam axle 200 and the first carrier body 110. According to this embodiment, the first connecting portion 111 extends from the upper end of the first carrier body 110 in the width direction of the vehicle body V. The first connecting portion 111 also extends from the upper end of the first carrier body 110 in a direction toward the centerline VC of the vehicle body V. A through hole may be formed at the end of the first connecting portion 111, penetrating the first connecting portion 111 vertically along the Z-axis. However, the shape of the first connecting portion 111 is not limited to this and can be modified into various shapes through design variations, as long as the first connecting portion 111 can be connected to the torsion beam axle 200.

[0053] The second connecting portion 112 can provide a connection point between the steering component 300 and the first carrier body 110. According to this embodiment, the second connecting portion 112 can extend from the side surface of the first carrier body 110 in the longitudinal direction of the vehicle body V. The second connecting portion 112 can extend toward the rear of the vehicle body V. A through hole can be formed at the end of the second connecting portion 112, which penetrates the second connecting portion 112 vertically along the Z-axis. However, the shape of the second connecting portion 112 is not limited to this and can be modified into various shapes through design variations, as long as the second connecting portion 112 can be connected to the steering component 300.

[0054] The second support frame body 120 can extend from the first support frame body 110 and form the shape of the second side of the support frame 100.

[0055] According to this embodiment, the second support frame body 120 can extend from the lower end of the first support frame body 110 in a direction parallel to the width direction of the vehicle body V and toward the centerline VC of the vehicle body V. The specific shape of the second support frame body 120 is not limited to... Figure 2 and Figure 3 The shape shown can be modified into various shapes through design variations.

[0056] A seating recess 121 may be formed in the main body 120 of the second support frame.

[0057] According to this embodiment, the seating recess 121 can have a concave shape that extends downward from the upper surface of the second support frame body 120. In addition to a circular shape, the cross-sectional shape of the seating recess 121 can be modified into various shapes by design variations, including elliptical or polygonal shapes.

[0058] The torsion beam axle 200 can be spaced apart from the wheel W and can be connected to the vehicle body V. The torsion beam axle 200 can rotatably support the carrier 100. In other words, the torsion beam axle 200 can be used as a configuration to guide the rotation of the carrier 100 during steering operations of the wheel W.

[0059] The torsion beam axle 200 according to this embodiment may include a torsion bar 210, a first trailing arm 220, a second trailing arm 230, and a steering joint 240.

[0060] The torsion bar 210 can form the shape of the central portion of the torsion beam axle 200 and can be configured to be spaced apart from the load cell 100. The torsion bar 210 can be used as a configuration to absorb the pitch of the vehicle body V during vehicle travel through the torsional deformation of the torsion bar 210, and can enhance roll stiffness during vehicle cornering, thereby ensuring cornering stability.

[0061] According to this embodiment, the torsion bar 210 can be configured as a bar that is parallel to the width direction of the vehicle body V. The length of the torsion bar 210 can be less than the distance between a pair of wheels W.

[0062] The torsion bar 210 can be disposed behind the support frame 100. In other words, the torsion bar 210 can be disposed at a position spaced rearward from the central axis C of the wheel W in the longitudinal direction of the vehicle body V by a predetermined distance. Therefore, the torsion bar 210 allows for an increase in the space within the vehicle body V where the battery (not shown) is installed, thereby further improving the battery packaging efficiency. The specific shape of the torsion bar 210 is not limited to... Figures 2 to 4 The shape shown can be modified into various shapes through design variations.

[0063] The first trailing arm 220 can extend from the torsion bar 210 and can be connected to the vehicle body V. The first trailing arm 220 can support the torsion bar 210 relative to the vehicle body V.

[0064] According to this embodiment, the first trailing arm 220 can be connected to the end of the torsion bar 210. The first trailing arm 220 can be fixed to the end of the torsion bar 210 by various types of connection methods (such as welding or bolting), and alternatively, it can be integrally formed with the torsion bar 210. The first trailing arm 220 can extend rearward from the end of the torsion bar 210 in the longitudinal direction of the vehicle body V.

[0065] The end of the first trailing arm 220 can be connected to the vehicle body V. The end of the first trailing arm 220 can be rotatably connected to the vehicle body V to absorb displacement generated during impact or rebound of the wheel W. For example, the end of the first trailing arm 220 can be rotatably connected to the vehicle body V via bushings, bearings, ball joints, etc.

[0066] The first trailing arms 220 can be arranged in pairs. A pair of first trailing arms 220 can be arranged to be spaced apart from each other in the width direction of the vehicle body V. A pair of first trailing arms 220 can be respectively connected to opposite ends of the torsion bar 210.

[0067] The second trailing arm 230 can extend from the torsion bar 210 and can be configured to face the carrier 100. The second trailing arm 230 can be connected to the carrier 100 via a steering joint 240 (described later).

[0068] According to this embodiment, the second trailing arm 230 can be connected to the end of the torsion bar 210. The second trailing arm 230 can be fixed to the end of the torsion bar 210 by various types of connection methods (such as welding or bolting), and alternatively, it can be integrally formed with the torsion bar 210. The second trailing arm 230 can extend forward from the end of the torsion bar 210 in the longitudinal direction of the vehicle body V. In other words, the first trailing arm 220 and the second trailing arm 230 can be formed to extend from the end of the torsion bar 210 in opposite directions.

[0069] The end of the second trailing arm 230 can be configured to face the first connecting portion 111 of the support frame 100. For example, the end of the second trailing arm 230 can be positioned above the first connecting portion 111 and can be configured to face the first connecting portion 111 along the steering axis A.

[0070] The second trailing arms 230 can be arranged in pairs. A pair of second trailing arms 230 can be arranged to be spaced apart from each other in the width direction of the vehicle body V. A pair of second trailing arms 230 can be respectively connected to opposite ends of the torsion bar 210.

[0071] The steering joint 240 can be positioned between the carrier frame 100 and the second trailing arm 230. The opposite ends of the steering joint 240 can be connected to the carrier frame 100 and the second trailing arm 230, respectively. The steering joint 240 can rotatably support the carrier frame 100 relative to the second trailing arm 230 about the steering axis A. Therefore, during wheel W steering, the torsion beam axle 200 can remain stationary and not rotate with the wheel W.

[0072] Figure 5 This is a schematic diagram illustrating the connection structure of the steering joint according to an embodiment of the present disclosure.

[0073] refer to Figures 1 to 5According to this embodiment, the upper end of the steering joint 240 can be connected to the second trailing arm 230, and the lower end of the steering joint 240 can be connected to the first connecting portion 111. The central axis of the steering joint 240 can be arranged coaxially with the steering axis A. The steering joint 240 may include a ball joint (which can be of various types), which includes: a ball head pin with a spherical end; and a ball head housing rotatably receiving the end of the ball head pin. Therefore, the steering joint 240 can absorb the torsional load generated between the second trailing arm 230 and the carrier frame 100 through the rotational operation of the steering joint 240, thereby facilitating smooth steering operation of the wheel W.

[0074] The steering component 300 can be connected to the carrier 100 and can rotate the carrier 100 relative to the torsion beam axle 200. In other words, the steering component 300 can be configured to rotate the carrier 100 by the driving force of the steering component 300, thereby causing the wheels W to steer.

[0075] Steering components 300 can be arranged in pairs. A pair of steering components 300 can be connected to different carriers among multiple carriers 100, and can individually rotate the respective carrier 100 relative to the torsion beam axle 200.

[0076] Figure 6 This is a schematic plan view showing the configuration of the steering component according to an embodiment of the present disclosure. Figure 7 This is a schematic side view showing the configuration of a steering component according to an embodiment of the present disclosure.

[0077] refer to Figures 1 to 7 According to the embodiments, the steering component 300 may include a steering actuator 310, a tie rod 320, and an adapter 330.

[0078] The steering actuator 310 can generate driving force for steering operation of wheel W.

[0079] The steering actuator 310 according to this embodiment may include: a power unit (such as an electric motor or a hydraulic cylinder) capable of generating driving force using electricity or pressure received from an external source; and a power transmission device (such as a ball screw or rack) capable of converting the driving force of the power unit into linear reciprocating motion of the lever 320.

[0080] The steering actuator 310 can be configured to be spaced apart from the carrier 100. The steering actuator 310 can be fixed to the vehicle body V at a position above the carrier 100. The steering actuator 310 can be fixed to the vehicle body V by various types of connection methods, such as bolted connection, welding or press fit connection.

[0081] The tie rod 320 can transmit the driving force generated from the steering actuator 310 to the carrier 100.

[0082] According to this embodiment, the tie rod 320 can be disposed between the steering actuator 310 and the carrier frame 100. A first end of the tie rod 320 can be connected to the power transmission device of the steering actuator 310. A second end of the tie rod 320 can be positioned above the second connecting portion 112 of the carrier frame 100, facing the second connecting portion 112 along the Z-axis. The second end of the tie rod 320 can be connected to the second connecting portion 112 via an adapter 330 (described later). The tie rod 320 can receive driving force from the steering actuator 310 and reciprocates linearly in a direction parallel to the width direction of the vehicle body V.

[0083] The tie rod 320 can be configured to be parallel to the torsion bar 210. In other words, the tie rod 320 can be configured to be parallel to the width direction of the vehicle body V. Therefore, the tie rod 320 can support the load-bearing frame 100 in a direction parallel to the width direction of the vehicle body V, thereby more effectively reducing the reaction moment and load acting between the load-bearing frame 100 and the torsion beam axle 200.

[0084] A conversion joint 330 can be disposed between the carrier frame 100 and the tie rod 320. The conversion joint 330 can have opposite sides connected to the carrier frame 100 and the tie rod 320, respectively. The conversion joint 330 can convert the linear reciprocating motion of the tie rod 320 into the rotational motion of the carrier frame 100. That is, the conversion joint 330 can be used as a configuration to ultimately transmit the driving force generated from the steering actuator 310 to the carrier frame 100, thereby causing the wheel W to steer.

[0085] Figure 8 This is a schematic diagram illustrating the connection structure of the adapter according to an embodiment of the present disclosure.

[0086] refer to Figure 8 According to this embodiment, the upper end of the adapter 330 can be connected to the tie rod 320, and the lower end of the adapter 330 can be connected to the second connecting portion 112. The central axis of the adapter 330 can be arranged parallel to the central axis of the steering joint 240. In other words, the central axis of the adapter 330 can be arranged parallel to the steering axis A.

[0087] The adapter 330 may include a ball joint (which may be of various types), comprising: a ball pin with a spherical end; and a ball housing rotatably receiving the end of the ball pin. Therefore, the adapter 330 can absorb the torsional load generated between the tie rod 320 and the carrier frame 100 through its rotational operation, thereby facilitating smooth steering of the wheel W.

[0088] The suspension device 1 according to this embodiment may further include a shock absorber 400.

[0089] Shock absorber 400 can be installed between the carrier frame 100 and the vehicle body V. Shock absorber 400 can horizontally attenuate vibrations or impacts transmitted from the road surface to the wheel W.

[0090] Figure 9 This is a schematic diagram illustrating the configuration of a shock absorber according to an embodiment of the present disclosure.

[0091] The shock absorber 400 according to this embodiment can be exemplified as various types of damping devices, the interior of which is filled with gas, oil, etc., and which can generate damping force through expansion and contraction operations.

[0092] The lower end of the shock absorber 400 may have a first connection portion 410 that connects to the support frame 100.

[0093] According to this embodiment, the first connecting portion 410 can be connected to the first support frame body 110. For example, the first connecting portion 410 may include: a bushing formed by an inner body and an outer body arranged concentrically in an annular shape; and an elastic element disposed between the inner body and the outer body. Therefore, the first connecting portion 410 can absorb the torsional load acting between the first support frame body 110 and the shock absorber 400 through the elastic restoring force of the elastic element.

[0094] The upper end of the shock absorber 400 may have a second connecting portion 420 that connects to the vehicle body V.

[0095] According to this embodiment, the second connecting portion 420 can be connected to the underside of the vehicle body V. For example, the second connecting portion 420 may include a ball joint (which may be of various types), comprising: a ball head pin with a spherical end; and a ball head housing rotatably receiving the end of the ball head pin. When the carrier frame 100 rotates relative to the vehicle body V through the steering operation of the wheel W, the second connecting portion 420 can absorb the torsional load acting on the opposite ends of the shock absorber 400 through the multi-axis rotation of the ball joint, thereby preventing damage to the shock absorber 400.

[0096] While the foregoing description provides an example of the second connection portion 420 including a ball joint, this disclosure is not limited thereto. The first connection portion 410 may include a ball joint, or both the first connection portion 410 and the second connection portion 420 may include ball joints.

[0097] The suspension device 1 according to this embodiment may further include an elastic element 500.

[0098] The elastic element 500 can be disposed between the carrier frame 100 and the vehicle body V, and can elastically support the carrier frame 100 relative to the vehicle body V. The elastic element 500 can be configured to generate a load in the opposite direction to the movement of the wheel W by elastically deforming during the impact behavior of the wheel W, thereby keeping the wheel W in contact with the road and absorbing the impact transmitted from the road surface.

[0099] Figure 10 This is a schematic diagram illustrating the arrangement of elastic elements according to embodiments of the present disclosure.

[0100] refer to Figure 10 The elastic element 500 according to this embodiment may include a spring 510, a first support member 520 and a second support member 530.

[0101] According to this embodiment, the spring 510 can be configured as a helical spring capable of extending and contracting in the longitudinal direction. The lower end of the spring 510 can be inserted into the seat recess 121 and can be positioned facing the bottom surface of the seat recess 121. The upper end of the spring 510 can be positioned facing the lower surface of the vehicle body V. The longitudinal direction of the spring 510 can be arranged parallel to the steering axis A, or it can be arranged inclined at a predetermined angle relative to the steering axis A.

[0102] The first support member 520 can fasten the lower end of the spring 510 to the support frame 100.

[0103] The first support member 520 according to this embodiment may include a first cup-shaped member 521 and a first base 522.

[0104] The first cup-shaped member 521 can be disposed between the lower end of the spring 510 and the bottom surface of the seat recess 121. The first cup-shaped member 521 can be inserted into the seat recess 121. The first cup-shaped member 521 can be fixed to the bottom surface of the seat recess 121 by various types of connection methods (such as welding or bolting). The first cup-shaped member 521 can have a shape with the central portion protruding upward. The central portion of the first cup-shaped member 521 can be inserted into the spring 510.

[0105] The first base 522 can be positioned between the lower end of the spring 510 and the first cup-shaped part 521.

[0106] According to this embodiment, the first base 522 may have a plate-shaped form coaxially arranged with the first cup-shaped member 521. The upper surface of the first base 522 may be fixed to the lower end of the spring 510. The central portion of the first cup-shaped member 521 may pass through the central portion of the first base 522. The lower surface of the first base 522 may sit on the upper surface of the first cup-shaped member 521 and may be fixed to the upper surface of the first cup-shaped member 521.

[0107] The shape of the first support member 520 is not limited to the above configuration, and can be modified in various ways by design variations within the technical spirit that allows the lower end of the spring 510 to be fixed to the support frame 100.

[0108] The second support member 530 can fasten the upper end of the spring 510 to the vehicle body V.

[0109] The second support member 530 according to this embodiment may include a second cup-shaped member 531 and a second base 532.

[0110] The second cup-shaped member 531 can be disposed between the upper end of the spring 510 and the lower surface of the vehicle body V. The second cup-shaped member 531 can be fixed to the lower surface of the vehicle body V by various types of connection methods (such as welding or bolting). The second cup-shaped member 531 can have a shape with a downwardly protruding central portion. The central portion of the second cup-shaped member 531 can be inserted into the spring 510.

[0111] The second base 532 can be positioned between the upper end of the spring 510 and the second cup-shaped part 531.

[0112] According to this embodiment, the second base 532 may have a plate-shaped form coaxially arranged with the second cup-shaped member 531. The lower surface of the second base 532 may be fixed to the upper end of the spring 510. The central portion of the second cup-shaped member 531 may pass through the central portion of the second base 532. The upper surface of the second base 532 may be configured to face the lower surface of the second cup-shaped member 531.

[0113] The suspension device 1 according to this embodiment may further include a bearing 540.

[0114] The bearing 540 can rotatably support the elastic element 500 relative to the vehicle body V. Therefore, when the carrier frame 100 rotates relative to the vehicle body V through the steering operation of the wheel W, the bearing 540 can absorb the torsional load acting on the opposite ends of the elastic element 500 through the rotation operation of the bearing 540, thereby preventing damage to the elastic element 500.

[0115] According to this embodiment, the bearing 540 can be disposed between the second cup-shaped member 531 and the second base 532. The central axis of the bearing 540 can be arranged coaxially with the central axes of the second cup-shaped member 531 and the second base 532. The upper side of the bearing 540 can be fixed to the lower surface of the second cup-shaped member 531, and the lower side of the bearing 540 can be fixed to the upper surface of the second base 532. The bearing 540 may include a thrust bearing, the upper and lower ends of which are rotatable relative to each other about the central axis of the thrust bearing. Therefore, in the event of a torsional load about the central axis of the spring 510 due to the relative rotation of the support frame 100 relative to the vehicle body V, the upper end of the spring 510 can rotate relative to the vehicle body V to counteract the torsional load.

[0116] While the above description provides an example of the bearing 540 being positioned between the second cup-shaped member 531 and the second base 532, the position of the bearing 540 is not limited thereto. The bearing 540 may also be positioned between the second cup-shaped member 531 and the vehicle body V, between the first cup-shaped member 521 and the second cup-shaped member 531, or between the first cup-shaped member 521 and the seating recess 121.

[0117] The suspension device 1 according to this embodiment may further include a link arm 600 and a link joint 610.

[0118] The linkage arm 600 can be connected to the carrier 100 and can support the carrier 100 relative to the vehicle body V. The linkage arm 600 can be used as a configuration to provide additional support force to the carrier 100 independently of the torsion beam axle 200.

[0119] According to this embodiment, the linkage arm 600 can be configured as a suspension link (which can be of various types). The linkage arm 600 can be configured to face the torsion beam axle 200, and the carrier 100 is located between the linkage arm and the torsion beam axle. For example, the carrier 100 can be mounted on the front side of the vehicle body V based on the torsion beam axle 200, and can be mounted on the rear side of the vehicle body V based on the linkage arm 600. The first end of the linkage arm 600 can be connected to the vehicle body V via a ball joint, bushing, etc. The second end of the linkage arm 600 can be connected to the carrier 100 via a linkage joint 610.

[0120] Linkage joint 610 may be disposed between the carrier 100 and the linkage arm 600. Linkage joint 610 may have opposite sides respectively connected to the carrier 100 and the linkage arm 600. Linkage joint 610 may guide relative movement between the carrier 100 and the linkage arm 600 during impact and rebound behavior of the wheel W or during steering operations of the wheel W, and may absorb torsional loads caused by the relative movement between the carrier 100 and the linkage arm 600.

[0121] Figure 11 This is a schematic diagram illustrating the connection structure of a connecting rod joint according to an embodiment of the present disclosure.

[0122] refer to Figures 1 to 11 The support frame 100 according to this embodiment may also include a third connecting portion 113.

[0123] According to this embodiment, the third connecting portion 113 extends from the lower end of the first support frame body 110 toward the second end of the connecting arm 600. The second end of the connecting arm 600 and the third connecting portion 113 can be arranged to face each other in the vertical direction. For example, the second end of the connecting arm 600 can be located above the third connecting portion 113. A through hole can be formed in the end of the third connecting portion 113, which penetrates the third connecting portion 113 in the vertical direction along the Z-axis.

[0124] According to this embodiment, the upper end of the connecting rod joint 610 can be connected to the second end of the connecting rod arm 600. The lower end of the connecting rod joint 610 can be connected to the third connecting portion 113. The central axis of the connecting rod joint 610 can be arranged parallel to the steering axis A. The connecting rod joint 610 may include a ball joint (which can be of various types), which includes: a ball head pin with a spherical end; and a ball head housing that rotatably accommodates the end of the ball head pin. Therefore, the connecting rod joint 610 can absorb the torsional load generated between the connecting rod arm 600 and the carrier frame 100 through the rotational operation of the connecting rod joint 610, thereby preventing damage to the connecting rod arm 600 and facilitating smooth steering operation of the wheel W.

[0125] The operation of the suspension device 1 according to an embodiment of the present disclosure will be described below.

[0126] Figure 12 This is a schematic diagram illustrating the operating state of a suspension device according to an embodiment of the present disclosure.

[0127] refer to Figure 12 When the wheels W need to be turned while the vehicle is in motion, the steering actuator 310 generates driving force.

[0128] The tie rod 320 moves linearly along the width direction of the vehicle body V by the driving force generated by the steering actuator 310.

[0129] The adapter 330 transmits the load generated by the linear motion of the tie rod 320 to the support frame 100.

[0130] The carrier 100 rotates around the steering axis A in a clockwise or counterclockwise direction, thereby adjusting the steering angle of the wheel W.

[0131] During the aforementioned process, the steering joint 240, the conversion joint 330, and the connecting rod joint 610 undergo multi-axis rotation due to the change in the relative position of the second trailing arm 230, the tie rod 320, and the connecting rod arm 600 relative to the carrier frame 100, thereby facilitating smooth steering operation of the wheel W.

[0132] Furthermore, the second connecting portion 420 and the bearing 540 can absorb the torsional load generated at the opposite ends of the shock absorber 400 and the opposite ends of the elastic element 500 due to the relative rotation of the carrier frame 100 relative to the vehicle body V through their rotational operation.

[0133] According to this disclosure, rear-wheel steering is achieved by a steering component that causes the load-bearing frame to rotate relative to the vehicle body and the torsion beam axle.

[0134] According to this disclosure, smooth steering of the wheel can be achieved through ball joints and bearings, thereby preventing component damage caused by torsional loads.

[0135] According to this disclosure, because the tie rod is set to be parallel to the width direction of the vehicle body, the lateral stiffness of the load-bearing frame can be increased, and the reaction moment and load acting on the connection point between the load-bearing frame and the torsion beam axle can be reduced.

[0136] Although this disclosure has been described with reference to specific embodiments shown in the accompanying drawings, this is merely for illustrative purposes, and it will be apparent to those skilled in the art that various modifications and other equivalent embodiments can be made based on these embodiments.

Claims

1. A suspension apparatus characterized by comprising: The suspension device includes: a carrier connected to a wheel; a twist beam axle connected to a vehicle body and configured to rotatably support the carrier; and a steering member connected to the carrier and configured to rotate the carrier with respect to the twist beam axle.

2. The suspension apparatus according to claim 1, characterized by The twist beam axle includes: a torsion bar spaced apart from the carrier and disposed in parallel with a width direction of the vehicle body; a first drag arm extending from the torsion bar and connected to the vehicle body; a second drag arm extending from the torsion bar and disposed to face the carrier; and a steering joint disposed between the carrier and the second drag arm.

3. The suspension apparatus according to claim 2, characterized by The torsion bar is disposed rearward of the carrier.

4. The suspension apparatus of claim 2 wherein, The steering joint includes a ball joint.

5. The suspension apparatus of claim 2 wherein, The steering member includes: a steering actuator spaced apart from the carrier and configured to generate a driving force; a pull rod disposed between the steering actuator and the carrier and configured to receive the driving force from the steering actuator and reciprocate; and a conversion joint disposed between the carrier and the pull rod and configured to convert a reciprocating motion of the pull rod into a rotational motion of the carrier.

6. The suspension apparatus of claim 5 wherein, The pull rod is disposed in parallel with the torsion bar.

7. The suspension apparatus of claim 5 wherein, The conversion joint includes a ball joint.

8. The suspension apparatus of claim 5 wherein, A central axis of the steering joint is arranged in parallel with a central axis of the conversion joint.

9. The suspension apparatus of claim 1 wherein, The suspension device further includes: a shock absorber including a first connecting portion connected to the carrier and a second connecting portion connected to the vehicle body.

10. The suspension apparatus of claim 9 wherein, At least one of the first connecting portion and the second connecting portion includes a ball joint.

11. The suspension apparatus of claim 1 wherein, The suspension device further includes: a resilient element disposed between the carrier and the vehicle body and configured to elastically support the carrier with respect to the vehicle body.

12. The suspension apparatus of claim 11, wherein, The carrier includes: a first carrier body disposed to face the wheel; and a second carrier body extending from the first carrier body and including a seating recess in which a lower end of the resilient element is seated.

13. The suspension apparatus of claim 11 wherein, The suspension device further includes: a bearing configured to rotatably support the resilient element with respect to the vehicle body.

14. The suspension apparatus of claim 1 wherein, The suspension device further includes: a link arm disposed to face the twist beam axle with the carrier interposed therebetween; and a link joint disposed between the link arm and the carrier.

15. The suspension apparatus of claim 14 wherein, The link joint includes a ball joint.

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