ACTIVE GEOMETRIC CONTROL SUSPENSION

Abstract

Active geometry control suspension, featuring: a first link (30) having a first side connected to a wheel carrier (2) engaged with a wheel (1) and a second side extending along a width direction of a vehicle, a second link (40) which has a first side connected to the wheel carrier (2) and a second side extending in the width direction of the vehicle, a connecting lever (70), and an actuator (80) connected to the connecting lever (70), the active geometry control suspension further features: a first lever (50) which has a first side connected to the second side of the first handlebar (30), and a second lever (60) which has a first side connected to the second side of the second handlebar (40), the connecting lever (70) connects the second side of the first lever (50) and the second side of the second lever (60), and wherein the second lever (60) is configured to adjust the track of the wheel (1), characterized by the fact that the first lever (50) is configured to adjust the camber of the wheel (1), the second lever (60) has: a third lever (61) which has a first side connected to the connecting lever (70), and a fourth lever (62) which has a first side connected to the second handlebar (40), the first lever (50) has: a fifth lever (51) which has a first side connected to the connecting lever (70), and a sixth lever (52) which has a first side connected to the first handlebar (30), a length of the first handlebar (30) is formed to be longer than a length of the second handlebar (40), and a length of the sixth lever (52) is formed to be shorter than a length of the fourth lever (62).

Description

BACKGROUND OF THE INVENTION Area of ​​the invention

[0001] The present invention relates to an active geometry control suspension (e.g., a suspension with active geometry control). In particular, the present invention relates to an active geometry control suspension (e.g., a suspension with active geometry control) that is capable of controlling two geometries simultaneously by means of a (e.g., single) actuator. Description of related technology

[0002] In general, an Active Geometry Control Suspension (AGSC) selectively adjusts the geometry between a wheel and a suspension and is known as a device that improves the driving stability of a vehicle (e.g., a motor vehicle).

[0003] The active geometry control suspension may include an auxiliary link having one side connected to a wheel, a control lever connected to the other side of the auxiliary link, an actuator controlling the operation of the control lever, and a control device determining an operating state of the vehicle in order to control the operation of the actuator.

[0004] Accordingly, during vehicle operation, the control device determines the operating state using several sensors and controls the operation of the actuator to adjust the toe and camber values ​​of the wheel, if necessary, using the control lever, thereby stabilizing the vehicle's operating state.

[0005] However, to control the toe or camber angle of the wheel, since the conventional active geometry control suspension is formed from a structure that controls one (single) actuator per geometry, the actuator to control the toe of the wheel and the actuator to control the camber angle are provided separately, and there is a problem that if the geometry is / is controlled by means of the respective actuator, the weight and cost of the active geometry control suspension increases.

[0006] An active geometry control suspension according to the preamble of claim 1 is known from KR 10 0 650 324 B1. Further suspensions are known from JP 2007-112 185 A, KR 10 2011 058 462 A, DE 10 2010 036 722 A1, JP S61-85 276 A, DE 103 50 564 A1 and DE 600 08 460 T2. EXPLANATION OF THE INVENTION

[0007] The object of the present invention is to provide an active geometry control suspension (e.g. a suspension with active geometry control) that is configured for simultaneous control of two geometries using only one actuator (e.g. a single actuator), thereby reducing weight and cost.

[0008] This problem is solved by an active geometry control suspension according to claim 1. Further developments are the subject of the dependent claims.

[0009] An active geometry control suspension according to the invention (e.g., a suspension with active geometry control) comprises: a first link, one side of which is connected to a wheel carrier which is engaged with a wheel, and the other side of which extends along a lateral direction of a vehicle (e.g., a motor vehicle); a second link, one side of which is connected to the wheel carrier and the other side of which extends in the lateral direction of the vehicle; a first lever, one side of which is connected to the other side of the first link; a second lever, one side of which is connected to the other side of the second link; a connecting lever, which connects the other side of the first lever and the other side of the second lever (to each other); and an actuator, which is connected to the connecting lever.

[0010] The first handlebar can be connected to an upper section of the wheel carrier.

[0011] The first lever is configured to adjust (e.g., the) camber of the wheel.

[0012] The second lever is configured to adjust the wheel's (e.g.) track.

[0013] The active geometry control suspension may further include: a third link, one side of which is connected to the wheel carrier and the other side of which extends in the width direction of the vehicle and is mounted with a suspension spring.

[0014] The actuator can have a motor (e.g. an electric motor) and a screw element (e.g. a worm, e.g. a spindle) that moves back and forth (e.g. to and fro) by means of the motor, and the screw element can be connected to the connecting lever.

[0015] The second lever points to a third lever, one side of which is connected to the connecting lever, and a fourth lever, one side of which is connected to the second handlebar.

[0016] The other side of the first lever and the other side of the second lever can be connected (to each other) to form an obtuse angle (between) and thereby form a connecting section, and the connecting section can form a joint section of the third and fourth levers.

[0017] The first lever points to a fifth lever, one side of which is connected to the connecting lever, and a sixth lever, one side of which is connected to the first handlebar.

[0018] The other side of the fifth lever and the other side of the sixth lever can be connected (to each other) to form an obtuse angle (between) and thereby form a connecting section, and the connecting section can form a joint section of the fifth and sixth levers.

[0019] The length of the first lever is designed to be longer than the length of the second lever, and the length of the sixth lever is designed to be shorter than the length of the fourth lever.

[0020] One side of the connecting lever can be connected to the actuator, and the other side of the connecting lever can be arranged to extend in the width direction of the vehicle.

[0021] The respective lengths of the third lever and the fifth lever can be the same (e.g., the same length).

[0022] The connecting lever and the actuator can be connected (to each other) by means of a joint connection.

[0023] According to the active geometry control suspension according to an exemplary embodiment of the present invention, if the wheel track and camber angle are controlled simultaneously by means of only one (e.g., a single) actuator, the operational stability of the vehicle can be improved and a reduction in weight and costs can be achieved.

[0024] Likewise, the initial toe angle (e.g., the initial toe angle) and the initial camber angle (e.g., the initial camber angle) of the wheel can be easily controlled, and setting (e.g., fixing) the toe and camber angles can be easily accomplished using the leverage ratio. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a top view of an active geometry control suspension (e.g. a suspension with active geometry control) according to an exemplary embodiment of the present invention. Fig. 2 is a front view of Fig. 1 Fig. Figure 3 is a top view of an active geometry control suspension (e.g. a suspension with active geometry control) according to various exemplary embodiments of the present invention. Fig. Figure 4 is an enlarged view of a track control unit of an active geometry control suspension (e.g. a suspension with active geometry control) according to an exemplary embodiment of the present invention. Fig. Figure 5 is a representation to explain a steering of a wheel track using an active geometry control suspension (e.g. a suspension with active geometry control) according to an exemplary embodiment of the present invention. Fig. 6 is a bump-track characteristic graph (e.g., a (e.g., floor) unevenness track characteristic graph). Fig. Figure 7 is an enlarged view of a camber control unit according to an active geometry control suspension (e.g. a suspension with active geometry control) according to an exemplary embodiment of the present invention. Fig. Figure 8 is a representation to explain how to control the camber angle of a wheel using an active geometry control suspension (e.g., a suspension with active geometry control) according to an exemplary embodiment of the present invention. Fig. 9 is a shock-fall characteristic graph (e.g., a (e.g., floor) unevenness-fall characteristic graph). Fig. Figure 10 is a front view of an active geometry control suspension (e.g. a suspension with active geometry control) according to various exemplary embodiments of the present invention.

[0025] It should be understood that the attached drawings are not necessarily to scale and represent a somewhat simplified depiction of various features in order to illustrate the basic principles of the present invention. The specific design features of the present invention, as disclosed herein, including, for example, specific dimensions, orientations, positions, and shapes, are partly determined by the respective intended application and environment of use.

[0026] In the figures, reference numerals refer to identical or essentially identical parts of the present invention across the various figures of the drawing. DETAILED DESCRIPTION

[0027] Reference will now be made in detail to various embodiments of the present invention, examples of which are illustrated in the accompanying drawings and described below. Although the invention is described in connection with exemplary embodiments, it will be understood that the present description is not intended to limit the invention to these exemplary embodiments. On the contrary, the invention is intended to cover not only the exemplary embodiments but also various alternatives, modifications, variations, and other embodiments which fall within the scope of the present invention as defined by the attached claims.

[0028] An exemplary embodiment of the present invention is described in detail below with reference to the accompanying drawings.

[0029] Referring to Fig. 1 and Fig. 2. An active geometry control suspension (e.g., a suspension with active geometry control) according to an exemplary embodiment of the present invention may be used in a multi-link suspension type (e.g., in a multi-link type of suspension).

[0030] The multi-link suspension type can include: a longitudinal control arm 10, one side of which is connected to a wheel carrier 2 engaged with a wheel 1, and the other side of which extends along a longitudinal direction of the vehicle; a fourth control arm, a lower control arm 20, one side of which is connected to the wheel carrier 2 and the other side of which extends in a transverse direction of the vehicle and is mounted with a suspension spring (e.g., together); a third control arm, an upper control arm 30, which is arranged in a position (e.g., one side of which is arranged in a position) that is relatively higher than the lower control arm 20 (e.g.,which is higher relative to the position of the lower link 20), and whose other side extends in the width direction of the vehicle, as a first link, and an auxiliary link 40, one side of which is connected to the wheel carrier 2 and whose other side extends in the width direction of the vehicle, as a second link.

[0031] The active geometry control suspension according to an exemplary embodiment of the present invention may comprise: a camber control lever 50 (e.g. a camber control lever), one side of which is connected to the other side of the upper link 30 of the multi-link suspension type, as a first lever that controls the camber of the wheel, and a toe control lever 60 (e.g. a toe control lever), one side of which is connected to the other side of the auxiliary link 40, as a second lever that controls the toe of the wheel.

[0032] The active geometry control suspension according to an exemplary embodiment of the present invention may further comprise: a connecting lever 70 integrally connecting the other side of the camber control lever 50 and the other side of the toe control lever 60, and an actuator 80 connected to the connecting lever 70 to supply an operating force to the connecting lever 70 (e.g., to exert an operating force on (e.g., over) the connecting lever 70).

[0033] The actuator 80 can have a motor (e.g. an electric motor) and a screw element 82 (e.g. a worm, e.g. a spindle) which moves back and forth (e.g. to and fro) by means of the motor, and the screw element 82 can be connected to the connecting lever 70.

[0034] The screw element 82 and the connecting lever 70 of the actuator 80 can be connected to each other by means of a joint connection 84 or can be, as shown in Fig. 3 shown, have the same length as a third lever and a fifth lever, which are described below.

[0035] The actuator 80 can also be connected to an output terminal of the (e.g.) control device for its operation, in order to be controlled by means of the control signal of the control device, and the control device can detect and determine the operating state of the vehicle by means of various sensors in order to use (e.g. to transmit) a suitable control signal to the actuator 80.

[0036] Referring to Fig. 4. The toe-control lever 60 can have: a first toe-control lever 61, one side of which is connected to the actuator 80, as a third lever, and a second toe-control lever 62, one side of which is connected to the auxiliary link 40, as a fourth lever, wherein the other side of the first toe-control lever 61 and the other side of the second toe-control lever 62 are connected to each other to form an obtuse angle (between) and thereby form a connecting section 63, and the connecting section 63 can form a joint section of the first and second toe-control levers 61 and 62, as shown by an arrow.

[0037] Accordingly, when the actuator 80 extends in (e.g. with) a stroke X (e.g. in a stroke direction) shown by means of the arrow, the first and second track control levers 61 and 62 are rotated in a clockwise direction based on the connecting section 63, and one side of the second track control lever 62 and a connecting section 41 (or a fixed point HP) of the auxiliary link 40 may be moved downwards by y1 (e.g. by an amount y1, e.g. by a vector y1).

[0038] As previously described, in the state in which the connecting section 41 of the vehicle body side of the auxiliary link 40 (e.g., the connecting section 41 of the auxiliary link 40, vehicle body side) moves downwards, the wheel 1 is subjected to impact, for example, when the vehicle turns (e.g., goes around a curve), and in this case, because a toe-in value (e.g., a positive toe-in value) of the subjected wheel is increased (e.g., compared to) before the steering (e.g., after the steering), as in Fig. 5 and Fig. As shown in Figure 6, turning stability (e.g. cornering stability) is / will be improved.

[0039] On the other hand, referring to Fig. 7, the camber control lever 50 may have: a first camber control lever 51, one side of which is connected to the actuator 80, as a fifth lever, and a second camber control lever 52, one side of which is connected to the upper control arm 30, as a sixth lever, wherein the other side of the first camber control lever 51 and the other side of the second camber control lever 52 are connected to each other to form the (e.g., an) obtuse angle (between) and thereby form a connecting section 53, and the connecting section 53 may form the (e.g., a) joint section of the first and second camber control levers 51 and 52.

[0040] Accordingly, when the actuator 80 extends in (e.g. with) a stroke X (e.g. in a stroke direction) shown by means of the arrow, the first and second camber control levers 51 and 52 rotate clockwise based on the connecting section 53, and one side of the second camber control lever 52 and a connecting section 31 (also referred to as a fixed point (HP)) of the upper link 30 move downwards by y2 (e.g. by an amount y2, e.g. by a vector y2).

[0041] As described above, in the state in which the connecting section 31 of the vehicle body side of the upper control arm 30 (e.g., the connecting section 31 of the upper control arm 30, vehicle body side) moves downwards when the wheel 1 turns (e.g., turns a curve) and is in operation (e.g., running, e.g., rotating), the inner wheel of the turning (e.g., cornering) is bumped (e.g., the inner wheel is bumped when turning (e.g., cornering)), so that the (-) (e.g., negative) camber angle of the bumped wheel is increased (e.g., compared to) before the control (e.g., after the control), as in Fig. 8 and Fig. 9 is shown, so that the turning stability (e.g. cornering stability) is / will be improved.

[0042] On the other hand, in order to adjust the toe-in and camber angle simultaneously using a (e.g., single) actuator 80, a length ratio of the toe-control lever 60 and the camber-control lever 50, which are each connected to the one actuator 80 by means of the connecting lever 70, can be appropriately set (e.g., configured).

[0043] First, in the case of the track control lever 60, referring to Fig. 4, where the lengths of the first track control lever 61 and the second track control lever 62 are respectively a1 and b1, when the actuator 80 moves by the stroke X, is a movement amount of the connecting section 41 of the auxiliary link 40 formed by y1 = x*a / b.

[0044] Accordingly, if the respective lengths a1 and b1 of the first toe control lever 61 and the second toe control lever 62 are appropriately set (e.g., adjusted), the amount of movement of the HP of the auxiliary link 40 and the value of the toe-in can be appropriately set, and in the case of the camber control lever 50, if the ratio of the lengths a2 and b2, respectively, assigned to the first camber control lever 51 and the second camber control lever 52, are appropriately set (e.g., adjusted), the (-) (e.g., negative) camber angle can be appropriately set.

[0045] In this specific case, the lengths a1 and b1 are each assigned to the first track control lever 61 and the second track control lever 62, respectively, in order to be equal (e.g., the same length) (referring to Fig. 1).

[0046] However, in the case of the multi-link suspension type, the amount of movement of the HP of the upper link 30 can be greater than the amount of movement of the HP of the auxiliary link 40 to obtain the sufficient (-) (e.g., negative) camber control angle by means of the upper link 30, since the length of the upper link 30 is designed to be relatively longer than the length of the auxiliary link 40. Therefore, the length b2 of the second camber control lever 52 of the upper link 30 must be designed to be shorter than the length b1 of the second toe control lever 62 of the auxiliary link 40.

[0047] On the other hand, as in Fig.As shown in Figure 10, one side of the connecting lever 70 is not only connected to the actuator 80 by means of the articulated connection 84, but the other side is also arranged to extend along the width direction of the vehicle, wherein one side of the toe control lever 60 and the camber control lever 50 can each be connected to the connecting lever 70, and the other side of the toe control lever 60 and the camber control lever 50 can each be connected to the auxiliary link 40 and the upper link 30 respectively.

[0048] Accordingly, when the connecting lever 70 moves outwards in the lateral direction of the vehicle by means of the operation of the actuator 80, while the toe control lever 60 and the camber control lever 50 are / are rotated clockwise based on the pivot point thereof, the auxiliary link 40 and the HP of the upper link 40 move inwards in the lateral direction of the vehicle, and the initial camber angle and the initial toe-in of the wheel can be easily adjusted.

[0049] For the sake of simplicity, in the explanation and precise definition in the attached claims, the terms “upper”, “lower”, “inner”, “outer”, “upwards”, “downwards”, “upwards”, “downwards”, “front”, “rear”, “inside”, “outside”, “inwards”, “outwards”, “inside”, “outside”, “forwards” and “backwards” are used to describe the features of the exemplary embodiments with reference to the positions of such features, as shown in the figures.

Claims

[1] Active geometry control suspension, comprising: a first link (30) having a first side connected to a wheel carrier (2) engaged with a wheel (1) and a second side extending along a width direction of a vehicle, a second link (40) which has a first side connected to the wheel carrier (2) and a second side extending in the width direction of the vehicle, a connecting lever (70), and an actuator (80) connected to the connecting lever (70), the active geometry control suspension further features: a first lever (50) which has a first side connected to the second side of the first handlebar (30), and a second lever (60) which has a first side connected to the second side of the second handlebar (40), the connecting lever (70) connects the second side of the first lever (50) and the second side of the second lever (60), and wherein the second lever (60) is configured to adjust the track of the wheel (1), characterized by , that the first lever (50) is configured to adjust the camber of the wheel (1), the second lever (60) has: a third lever (61) which has a first side connected to the connecting lever (70), and a fourth lever (62) which has a first side connected to the second handlebar (40), the first lever (50) has: a fifth lever (51) which has a first side connected to the connecting lever (70), and a sixth lever (52) which has a first side connected to the first handlebar (30), a length of the first handlebar (30) is formed to be longer than a length of the second handlebar (40), and a length of the sixth lever (52) is formed to be shorter than a length of the fourth lever (62). [2] Active geometry control suspension according to claim 1, wherein the first link (30) is connected to an upper section of the wheel carrier (2). [3] Active geometry control suspension according to one of claims 1 or 2, further comprising: a third link (20) which has a first side connected to the wheel carrier (2) and a second side extending in the width direction of the vehicle and mounted with a suspension spring. [4] Active geometry control suspension according to claim 3, wherein the first link (30) is arranged higher in a vertical direction of the vehicle than the third link (20). [5] Active geometry control suspension according to one of claims 1-4, wherein the actuator (80) has a motor which is coupled to a screw element (82) which moves back and forth by means of the motor, and wherein the screw element (82) is connected to the connecting lever (70). [6] Active geometry control suspension according to claim 5, wherein a second side of the third lever (61) and a second side of the fourth lever (62) are connected to each other to form an obtuse angle, thereby forming a first connecting section (63), and wherein the first connecting section (63) forms a joint section of the third and fourth levers (61, 62). [7] Active geometry control suspension according to claim 5 or 6, wherein a length of the first lever (30) is formed to be longer than a length of the second lever (40), and wherein a length of the third lever (61) is formed to be shorter than a length of the fourth lever (62). [8] Active geometry control suspension according to one of claims 1-7, wherein a second side of the fifth lever (51) and a second side of the sixth lever (52) are connected to each other to form an obtuse angle between them, thereby forming a second connecting section (53), and wherein the second connecting section (53) forms a joint section of the fifth and sixth levers (51, 52). [9] Active geometry control suspension according to any one of claims 1-8, wherein a length of the fifth lever (51) is formed to be longer than a length of the sixth lever (52). [10] Active geometry control suspension according to one of claims 1-9, wherein a first side of the connecting lever (70) is connected to the actuator (80), and wherein a second side of the connecting lever (70) is mounted to extend in the width direction of the vehicle. [11] Active geometry control suspension according to one of claims 1-10, wherein the respective lengths of the third lever (61) and the fifth lever (51) are equal. [12] Active geometry control suspension according to one of claims 1-11, wherein the connecting lever (70) and the actuator (80) are connected by means of a joint connection.

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