Vehicle suspension system

Abstract

To provide a vehicular suspension device which enables each wheel with a tire to be driven independently and enables a position of each wheel with the tire to be changed separately to enable control of various attitudes of a vehicle and improve traveling performance of the vehicle.SOLUTION: A vehicular suspension device includes: a wheel body part to which a wheel with a tire is attached; a steering drive part which transmits a driving force so that the wheel body part rotates in a lateral direction of a vehicle body to enable the wheel with the tire to rotate with the wheel body part; and a wheel moving part which is installed at the vehicle body in such a way so as to be movable in an anteroposterior direction, configured to be movable in a vertical direction, and is connected so as to support the wheel body part to enable the wheel body part to move in conjunction with its movement in the anteroposterior direction and its movement in the vertical direction.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle suspension system, and more particularly to a vehicle suspension system capable of achieving various vehicle postures by varying the position of a tire-equipped wheel. [Background technology]

[0002] Recently, various suspension systems have been developed to improve the ride comfort and noise environment inside a vehicle. The suspension system is one of the main components of an automobile, connecting the axle to the frame or chassis and absorbing vibrations and shocks transmitted from the road surface while driving, thereby improving the ride comfort and safety of the automobile. It is made up of parts such as lower arms, upper arms, knuckles, step links, springs, shock absorbers, and ball joints.

[0003] Such suspension systems are supported by springs, shock absorbers, etc., and mechanically harmonize the relative movement between the vehicle body and the wheels. The suspension systems also ensure that the tires are firmly in contact with the ground, so that the vehicle body is in close contact with the ground when the vehicle is traveling at high speeds.

[0004] Recently, as the weight of the vehicle decreases, future automobiles that are configured to be able to control each wheel independently are being developed. If a conventional suspension system is applied to such future automobiles, it is inefficient in terms of weight and manufacturing costs, and it is difficult to control each wheel independently. Therefore, there is a demand for the development of a suspension system suitable for the miniaturized future automobiles.

[0005] The matters described above as the background art are merely intended to enhance understanding of the background of the present invention, and should not be construed as admitting that they constitute prior art already known to those having ordinary skill in the art. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Korean Patent Publication No. 10-2018-0069555 Summary of the Invention [Problem to be solved by the invention]

[0007] The present invention has been made to solve such problems, and its object is to provide a vehicle suspension system in which each tire-equipped wheel is driven independently and the position of each tire-equipped wheel can be varied independently, thereby enabling control of the vehicle posture and improving the vehicle's driving performance. [Means for solving the problem]

[0008] In order to achieve the above-mentioned object, the vehicle suspension device of the present invention includes a wheel body portion on which a wheel with a tire is mounted, a steering drive portion that transmits a driving force to the wheel body portion to rotate the vehicle body in the left-right direction, thereby causing the wheel with a tire to rotate together with the wheel body portion, and a wheel moving portion that is installed on the vehicle body to be able to move in the forward-backward direction and is configured so that its position can be moved in the up-down direction, and is connected to support the wheel body portion, thereby moving the position of the wheel body portion in accordance with the movement in the forward-backward direction and the up-down direction.

[0009] The wheel body portion is characterized by being composed of a housing portion in which the steering drive portion and the wheel moving portion are installed, and a wheel mounting portion that is rotatably installed in the housing portion and on which a wheel with a tire is mounted. The wheel support further includes a shock absorbing portion connected to the wheel body portion and the wheel moving portion, for absorbing shock caused by the vertical movement of the wheel body portion.

[0010] The wheel body portion has support portions extending therefrom on both the upper and lower sides, and the shock absorbing portion is characterized by being composed of a bracket portion rotatably attached to each of the support portions on both the upper and lower sides of the wheel body portion, and an elastic portion provided between each of the bracket portions on the upper and lower sides and the wheel body portion, and absorbing the shock transmitted through the wheel body portion.

[0011] The steering drive unit is installed on a bracket portion of the impact absorbing portion, and is connected to the support portion so that the wheel body portion rotates by rotating the support portion when a driving force is transmitted. The steering drive unit is composed of a motor that transmits rotational force, and is characterized in that it is installed on the upper bracket and connected to the upper support part of the wheel body by gear meshing.

[0012] The vehicle body is provided with a plurality of guide parts arranged at a distance on both the upper and lower sides and extending in the front-to-rear direction, and the wheel moving part has one end rotatably connected to the guide part and the other end rotatably connected to the bracket part of the shock absorbing part, and is characterized in that a plurality of link connection parts configured to be able to change the length are provided on both the upper and lower sides of the wheel body part.

[0013] The guide portions are configured in plurality so as to be arranged at the front and rear on the upper and lower sides of the vehicle body, respectively, and the link connection portions are configured in plurality so as to be connected to each of the upper guide portions and upper bracket portions arranged at the front and rear on the upper side of the vehicle body, respectively, and to each of the lower guide portions and lower bracket portions arranged at the front and rear on the lower side of the vehicle body, respectively.

[0014] The link connection portion is characterized by being composed of a cylinder portion that is rotatably connected to the bracket portion, and a piston portion that is capable of being pulled out / retracted from the cylinder portion and is rotatably connected to the guide portion.

[0015] The guide section is characterized by being composed of a rail section extending in the fore-and-aft direction of the vehicle body, a link moving section connected to the rail section and moving along the rail section when the rail section rotates and to which the link connection section is rotatably connected, and a link drive section installed on the vehicle body, connected to the rail section and rotating the rail section.

[0016] The guide portions are configured to be positioned at the front and rear on the upper and lower sides, respectively, of the vehicle body, so that the rail portions are positioned at the front and rear, respectively, and the front rail portion and the rear rail portion are each rotatably connected via bearing portions installed in the vehicle body.

[0017] The wheel body portion, steering drive portion, and wheel moving portion are provided for each of the front and rear wheels of the vehicle body, and the steering drive portion and the wheel moving portion are each controlled individually. Effect of the Invention

[0018] In the vehicle suspension system having the above-mentioned structure, each wheel with a tire is driven independently, and the position of each wheel with a tire can be controlled to be optimized for various driving conditions of the vehicle by changing the position of each wheel with a tire individually. Furthermore, the wheel with a tire is attached to the vehicle body via a link connection structure, so that robustness is ensured. [Brief description of the drawings]

[0019] [Figure 1] 1 is a diagram showing a vehicle suspension device according to an embodiment of the present invention; [Diagram 2] FIG. 2 is a diagram for explaining the vehicle suspension system shown in FIG. [Diagram 3] FIG. 2 is a diagram for explaining the vehicle suspension system shown in FIG. [Figure 4] FIG. 2 is a diagram for explaining the vehicle suspension system shown in FIG. [Diagram 5] FIG. 2 is a diagram for explaining the vehicle suspension system shown in FIG. [Figure 6] 1A to 1C are diagrams showing an embodiment of position adjustment of the front and rear wheels of a vehicle suspension system according to the present invention; [Figure 7] 5A to 5C are diagrams illustrating an embodiment of a position adjustment of a wheel body portion of a vehicle suspension device according to the present invention. [Figure 8] 5A to 5C are diagrams illustrating an embodiment of a position adjustment of a wheel body portion of a vehicle suspension device according to the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle suspension system according to a preferred embodiment of the present invention will now be described with reference to the accompanying drawings. FIG. 1 is a diagram showing a vehicle suspension system according to one embodiment of the present invention, FIGS. 2 to 5 are diagrams for explaining the vehicle suspension system shown in FIG. 1, FIG. 6 is a diagram showing an example of position adjustment of the front and rear wheels of the vehicle suspension system according to the present invention, and FIGS. 7 and 8 are diagrams showing an example of position adjustment of the wheel body portion of the vehicle suspension system according to the present invention.

[0021] 1 and 2, the vehicle suspension according to the present invention includes a wheel body section 10 to which a wheel H with a tire is attached, a steering drive section 20 that transmits a driving force to rotate the wheel body section 10 and the wheel H with a tire so that the wheel body section 10 and the wheel H with a tire rotate together in the left-right direction of a vehicle body 60, and a wheel moving section 30 that is installed on the vehicle body 60 so as to be movable in the front-rear direction, is configured so that its position in the up-down direction can be changed, and is connected to support the wheel body section 10, thereby changing the position of the wheel body section 10 in accordance with the movement in the front-rear direction and the variable movement in the up-down direction. Thus, the present invention is composed of the wheel body section 10, the steering drive section 20, and the wheel moving section 30 that are installed on the vehicle body 60.

[0022] A wheel with a tire H is attached to the wheel body portion 10, and bolt fastening holes 13 are provided for attaching the wheel with a tire H. The positions at which the bolt fastening holes 13 are formed are determined according to the size of the wheel with a tire H. In this manner, the wheel with a tire H is rotatably attached to the wheel body portion 10, and the wheel body portion 10 is connected to the vehicle body 60 via the wheel moving portion 30.

[0023] Here, the wheel moving unit 30 is installed on the vehicle body 60 so as to be movable in the front-rear direction and also so as to be changeable in the up-down direction. As a result, when the wheel moving unit 30 moves the vehicle body 60 in the front-rear direction, the position of the wheel body unit 10 is moved in the front-rear direction, making it possible to adjust the wheelbase, and when the wheel moving unit 30 changes its position in the up-down direction, the vehicle body 60 is moved upward or downward, making it possible to adjust the vehicle posture. In this way, the position of the wheel body unit 10 is adjusted in the front-rear direction and up-down direction via the wheel moving unit 30, so that the vehicle posture is optimized to suit various driving conditions of the vehicle, improving driving performance.

[0024] Meanwhile, by installing the steering drive unit 20 on the wheel body unit 10, the wheel body unit 10 turns the vehicle body 60 in the left-right direction. That is, the steering drive unit 20 transmits a driving force to the wheel body unit 10 during operation to turn the wheel body unit 10 in the left-right direction of the vehicle body 60, thereby rotating the wheel H with the tire together with the wheel body unit 10, thereby changing the direction of the vehicle.

[0025] In this way, the present invention enables independent control and position variation of the tire-equipped wheels H for each drive wheel of the vehicle body 60, thereby ensuring optimized driving performance for a variety of vehicle driving conditions.

[0026] To explain the above-mentioned present invention in more detail, as shown in Figures 2 and 3, the wheel body section 10 can be composed of a housing section 10-1 in which the steering drive section 20 and the wheel moving section 30 are installed, and a wheel mounting section 10-2 that is rotatably installed in the housing section 10-1 and on which a tire-equipped wheel H is mounted.

[0027] Thus, the wheel body portion 10 is composed of the housing portion 10-1 and the wheel mounting portion 10-2. In other words, the wheel H with a tire can be mounted to the wheel mounting portion 10-2 by fastening with bolts, and the wheel mounting portion 10-2 is rotatably installed in the housing portion 10-1, so that the wheel H with a tire can rotate to allow the vehicle to run.

[0028] The housing unit 10-1 is provided with a steering drive unit 20 and a wheel moving unit 30, and the housing unit 10-1 can be turned left and right by the steering drive unit 20 to change the running direction of the vehicle, and the vehicle posture is adjusted by the wheel moving unit 30. Here, a braking unit for braking the tire-equipped wheel H or a drive device for rotating the tire-equipped wheel H can be further provided in the housing unit 10-1, but as the present invention relates to a vehicle suspension system, they are omitted here.

[0029] In this way, the wheel body portion 10 has a wheel mounting portion 10-2, on which a tire-equipped wheel H is mounted, mounted to the housing portion 10-1 and rotated as a drive wheel, and by adjusting the position of the housing portion 10-1, various postures of the vehicle can be controlled.

[0030] Meanwhile, by further including a shock absorbing unit 40 that is connected to the wheel body unit 10 and the wheel moving unit 30 and absorbs shock caused by the up and down movement of the wheel body unit 10, the shock generated when the vehicle is traveling is reduced from being transmitted to the vehicle body 60. By providing such a shock absorbing unit 40 and connecting it to the wheel body unit 10 and the wheel moving unit 30, the wheel body unit 10 is connected to the wheel moving unit 30 via the shock absorbing unit 40.

[0031] In detail, as shown in Figures 2 and 3, support parts 11 are extended from both the upper and lower sides of the wheel body part 10, and the shock absorbing part 40 can be composed of bracket parts 41 rotatably attached to the support parts 11 on both the upper and lower sides of the wheel body part 10, and elastic parts 42 provided between the upper and lower sides of the wheel body part 10 and absorbing the shock transmitted through the wheel body part 10.

[0032] In other words, the wheel body section 10 is connected to the shock absorbing section 40 via the support sections 11, which are formed on the vertical lines on both the upper and lower sides and are further extended upward and downward, respectively. The wheel body section 10 can rotate around the support sections 11 to turn the tire-equipped wheel H in the turning direction of the vehicle. In this manner, the support sections 11 can be composed of an upper support section 11a and a lower support section 11b.

[0033] The shock absorbing section 40 includes bracket sections 41 to which the support sections 11 on both the upper and lower sides of the wheel body section 10 are rotatably attached, and the bracket sections 41 are connected to the vehicle body 60 via the wheel moving section 30. An elastic section 42 is provided between the bracket sections 41 and the wheel body section 10 so that the support sections 11 pass through it, and thus the shock transmitted via the wheel body section 10 is absorbed by the elastic section 42. Here, the elastic section 42 may be formed of a spring.

[0034] Meanwhile, seating portions 12 to which the elastic portions 42 are attached can be formed at the upper and lower ends of the wheel body portion 10. As a result, the wheel body portion 10 has the upper support portion 11a rotatably connected to the upper bracket portion 41a and the lower support portion 11b rotatably connected to the lower bracket portion 41b, so that the wheel body portion 10 can rotate left and right to change the angle of the tire-equipped wheel H.

[0035] In addition, elastic portions 42 are provided between the upper seating portion 12a of the wheel body portion 10 and the upper bracket portion 41a, and between the lower seating portion 12b and the lower bracket portion 41b, so that the impact generated from the road surface is absorbed via the elastic portions 42, thereby reducing the impact transmitted to the vehicle body 60.

[0036] The wheel body section 10, the steering drive section 20 and the wheel moving section 30 are connected in an interlocking relationship via the shock absorbing section 40, which will be described in detail later. The steering drive unit 20 for changing the direction of the vehicle is installed on the bracket portion 41 of the shock absorbing unit 40 and is connected to the support portion 11 so that the wheel body portion 10 rotates by rotating the support portion 11 when the driving force is transmitted.

[0037] The steering drive unit 20 is attached to the bracket portion 41 and connected to the support portion 11, and when the steering drive unit 20 operates to transmit a driving force, the wheel body portion 10 rotates, causing the vehicle to change direction and run.

[0038] Here, the steering drive unit 20 is composed of a motor that generates a rotational force, and is connected to the support unit 11 of the wheel body unit 10 by gear meshing. As a result, when the rotational force of the motor is transmitted, the support unit 11 connected via the gear meshing rotates. Various rotational force transmission structures can be applied to such steering drive unit 20 and support unit 11, such as a rack-and-pinion structure or a gear meshing structure using a reducer.

[0039] In particular, the steering drive unit 20 is installed on the upper bracket part 41a and can be connected to the upper support part 11a of the wheel body part 10 through gear meshing. If the steering drive unit 20 is installed on the lower bracket part 41b, it is likely to be easily contaminated and damaged by external factors due to its location close to the road surface, and there is a risk that foreign matter will get into the gear meshing part between the steering drive unit 20 and the support part 11, preventing accurate operation. Therefore, the steering drive unit 20 is installed on the upper bracket part 41a and connected to the upper support part 11a, thereby minimizing damage caused by external factors.

[0040] Meanwhile, to explain the position variation structure of the tire-equipped wheel H, as shown in Fig. 1, a vehicle body 60 is provided with a plurality of guide parts 50 arranged spaced apart vertically and extending in the front-rear direction. One end of the wheel moving part 30 is rotatably connected to the guide part 50, and the other end is rotatably connected to the bracket part 41 of the shock absorbing part 40. A large number of link connecting parts 31 configured so that their length can be changed can be provided on both the upper and lower sides of the wheel body part 10.

[0041] In this way, a link connection part 31 is formed in the wheel moving part 30, one end of which is rotatably connected to the guide part 50 and the other end of which is rotatably connected to the bracket part 41 of the shock absorbing part 40, so that the wheel body part 10 can be installed on the vehicle body 60 via the link connection part 31 of the wheel moving part 30.

[0042] That is, the multiple link connecting parts 31 are formed from link connecting parts 31 provided on the upper side so as to be connected to the upper guide part 50a and the upper bracket part 41a, and link connecting parts 31 provided on the lower side so as to be connected to the lower guide part 50 and the lower bracket part 41, and each link connecting part 31 is configured so that its length can be changed. In this way, the wheel body part 10 is installed on the vehicle body 60 via the link connecting parts 31 on both the upper and lower sides, and by changing the length of each link connecting part 31 to absorb play when the position of the wheel body part 10 is changed, the play due to the positional change of the wheel body part 10 is absorbed and a smooth operating relationship can be maintained.

[0043] Here, the link connection portion 31 can be composed of a cylinder portion 31-1 rotatably connected to the bracket portion 41, and a piston portion 31-2 that is capable of being pulled out / retracted from the cylinder portion 31-1 and is rotatably connected to the guide portion 50.

[0044] That is, the link connection part 31 is configured so that its length increases when the piston part 31-2 is pulled out relative to the cylinder part 31-1, and its length decreases when the piston part 31-2 is retracted relative to the cylinder part 31-1. Also, the cylinder part 31-1 and the piston part 31-2 are rotatably connected to the bracket part 41 and the guide part 50, respectively, to absorb play caused by positional fluctuations of the wheel body part 10. Such a link connection part 31 is configured as a hydraulic type in which a fluid is built into the cylinder part 31-1, or a mechanical type in which a spring is built into the cylinder part 31-1, and can be configured to have shock absorption and support functions for the vehicle body 60.

[0045] Meanwhile, as shown in Figures 1 and 4, the guide portion 50 may be configured in a plurality of parts so as to be disposed at the front and rear of the upper and lower sides of the vehicle body 60, respectively, and the link connection portion 31 may be configured in a plurality of parts so as to be connected to each upper guide portion 50 and upper bracket portion 41 disposed at the front and rear of the upper side of the vehicle body 60, respectively, and to each lower guide portion 50 and lower bracket portion 41 disposed at the front and rear of the lower side of the vehicle body 60, respectively.

[0046] In this way, the guide portion 50 is composed of a plurality of guide portions, namely, an upper front guide portion 50a, an upper rear guide portion 50b, a lower front guide portion 50c, and a lower rear guide portion 50d, and the link connection portion 31 can be composed of an upper front link connection portion 31a connected to the upper front guide portion 50a and the upper bracket portion 41a, an upper rear link connection portion 31b connected to the upper rear guide portion 50b and the upper bracket portion 41a, a lower front link connection portion 31c connected to the lower front guide portion 50c and the lower bracket portion 41b, and a lower rear link connection portion 31d connected to the lower front and rear guide portion 50d and the lower bracket portion 41b.

[0047] In this way, a plurality of link connection parts 31 are provided on both the upper and lower sides of the wheel body part 10, and the wheel body part 10 is connected to the guide parts 50 provided on both the upper and lower sides of the vehicle body 60 via the upper and lower link connection parts 31, so that the wheel body part 10 can be sturdily installed on the vehicle body 60. Also, by moving the position of each link connection part 31 connected to each guide part 50, the position of the wheel body part 10 can be moved forward and backward and up and down, so that the vehicle attitude can be controlled to be optimized for various driving conditions.

[0048] On the other hand, as shown in Figures 4 and 5, the guide section 50 can be composed of a rail section 51 extending in the fore-and-aft direction of the vehicle body 60, a link moving section 52 connected to the rail section 51 and moving along the rail section 51, and to which the link connection section 31 is rotatably connected, and a link drive section 53 installed on the vehicle body 60, connected to the rail section 51, and rotating the rail section 51.

[0049] In this way, the guide section 50 is composed of a rail section 51, a link moving section 52, and a link drive section 53, and the rail section 51 is composed of a screw extending in the fore-and-aft direction of the vehicle body 60, and the link moving section 52 is screwed into the rail section 51 so as to be able to move along the rail section 51 when the rail section 51 rotates.

[0050] Here, the rail portion 51 is rotated by a link drive unit 53 installed on the vehicle body 60. The link moving part 52 may be provided with a through hole 52a through which the rail portion 51 passes, and a ball bearing connecting part 52b for connecting the link connecting part 31. Meanwhile, the link connecting part 31 may be provided with a ball part 32 and inserted into the ball bearing connecting part 52b, so that the link connecting part 31 may be rotatably connected to the link moving part 52.

[0051] Such rail sections 51, link moving sections 52 and link drive sections 53 are provided at the upper front, upper rear, lower front and lower rear of the vehicle body 60, respectively, so that the angle and length of the link connection sections 31 on both the upper and lower sides connected to the wheel body section 10 can be changed depending on the positions of the link moving sections 52 provided at the upper side for the front and rear and the link moving sections 52 provided at the lower side for the front and rear, respectively, thereby moving the position of the wheel body section 10.

[0052] Here, the guide portion 50 is configured to be positioned at the front and rear of the upper and lower sides of the vehicle body 60, respectively, so that the rail portions 51 are positioned at the front and rear, respectively, and the front rail portion 51a and the rear rail portion 51b are each rotatably connected via a bearing portion 61 installed in the vehicle body 60.

[0053] As shown in FIG. 4, the rail portions 51 are positioned at the front and rear, respectively, so that the front and rear positions of the link connection portion 31 connected to the front rail portion 51a via the link moving portion 52 and the link connection portion 31 connected to the rear rail portion 51b via the link moving portion 52 can be changed.

[0054] In other words, when the link moving part 52 provided on the front rail part 51a and the link moving part 52 provided on the rear rail part 51b are moved in directions away from each other by the link drive part 53, the angle between the link connection parts 31 connected to each link moving part 52 increases, and when the link moving parts 52 are moved in directions toward each other, the angle between the link connection parts 31 connected to each link moving part 52 decreases. In this way, the angles of the link connection parts 31 on both the upper and lower sides change according to the movement positions of the link moving parts 52 arranged at the front and rear of both the upper and lower sides, thereby fluctuating the position of the wheel body part 10 and changing the posture of the vehicle.

[0055] On the other hand, the front rail portion 51a and the rear rail portion 51b are connected to and supported by bearing portions 61 installed on the vehicle body 60 to ensure robustness, and each is rotatably connected via the bearing portions 61 to reduce the overall package size.

[0056] Meanwhile, the wheel body unit 10, the steering drive unit 20, and the wheel moving unit 30 are formed on the front and rear wheels of the vehicle body 60, respectively, and the steering drive unit 20 and the wheel moving unit 30 can be controlled separately. As a result, as shown in Fig. 6, the positions of the wheels H with tires provided on the front and rear wheels of the vehicle body 60 can be adjusted differently, thereby providing various driving characteristics according to various driving conditions.

[0057] The vehicle suspension system according to the present invention described above can vary the position of the tire-equipped wheel H including the wheel body portion 10 as follows. That is, as shown in FIG. 4, in the initial state, each link drive unit 53 of the vehicle body 60 is not actuated, so that the initial positions of the upper front link connection unit 31a, the upper rear link connection unit 31b, the lower front link connection unit 31c and the lower rear link connection unit 31d are maintained, and the wheel body unit 10 maintains its initial position.

[0058] On the other hand, as shown in Figures 7 and 8, when the vehicle posture is controlled upward or downward, the upper front link connection portion 31a connected to the upper front guide portion 50a, the upper rear link connection portion 31b connected to the upper rear guide portion 50b, the lower front link connection portion 31c connected to the lower front guide portion 50c, and the lower rear link connection portion 31d connected to the lower rear guide portion 50d are adjusted, thereby changing the angle and length of each link connection portion 31 in conjunction with the position of each link moving portion 52, and thereby changing the position of the wheel body portion 10.

[0059] This allows the wheel body part 10 to move downward and rearward as shown in Figure 7, or upward and forward as shown in Figure 8. The position of the wheel body part 10 can be varied by changing the angle and length of the link connection part 31 through adjustment of the position of the link movement part 52 of each guide part 50, thereby optimizing the position of the wheel body part 10 to suit the driving conditions of the vehicle.

[0060] In the vehicle suspension system having the above-mentioned structure, the wheels H with tires are driven independently, and the position of each wheel H with tires varies individually, making it possible to control the position of the wheels H with tires in an optimized manner for various driving conditions of the vehicle. Furthermore, the wheels H with tires are mounted on the vehicle body via a link connection structure, ensuring robustness.

[0061] While particular embodiments of the present invention have been illustrated and described above, it will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit and scope of the present invention as defined by the following claims. [Explanation of symbols]

[0062] 10 Wheel body section 10-1 Housing part 10-2 Wheel mounting part 11 Support part 12 Seating area 20 Steering drive unit 30 Wheel moving part 31 Link connection part 31-1 Cylinder section 31-2 Piston section 40 Shock absorbing part 41 Bracket part 42 Elastic part 50 Guide part 51 Rail section 52 Link moving part 53 Link drive unit 60 Car body 61 Bearing section H Wheels and tires

Claims

1. a wheel body portion on which a wheel with a tire is mounted; a steering drive unit that transmits a drive force to the wheel body unit so as to rotate the wheel body unit in the left-right direction of the vehicle body, and rotates the wheel with the tire together with the wheel body unit; a pair of bracket portions disposed on upper and lower sides of the vehicle body and supporting the wheel body portion; a wheel moving unit that is disposed on the vehicle body and is installed on the vehicle body so as to be movable in a forward and backward direction, connects the vehicle body and the pair of bracket units, and is configured so as to be able to change the position of the wheel body unit in a vertical direction, the steering drive unit is installed on one of the pair of bracket units, A vehicle suspension device characterized in that the wheel body portion is composed of a housing portion supported by the pair of bracket portions and a wheel mounting portion rotatably installed on the housing portion and on which the wheel with tire is mounted.

2. 2. The vehicle suspension system according to claim 1, further comprising a shock absorbing part connected to the wheel body part and the wheel moving part, for absorbing a shock caused by a vertical movement of the wheel body part.

3. The wheel body portion has support portions extending from both upper and lower sides, 3. The vehicle suspension device according to claim 2, wherein the shock absorbing portion is composed of the bracket portion rotatably attached to each of the support portions on the upper and lower sides of the wheel body portion, and an elastic portion provided between each of the bracket portions on the upper and lower sides and the wheel body portion, and absorbing the shock transmitted through the wheel body portion.

4. 4. The vehicle suspension device according to claim 3, wherein the steering drive unit is installed on the bracket portion of the shock absorbing unit and connected to the support portion so that the wheel body portion rotates by rotating the support portion when a driving force is transmitted.

5. 5. The vehicle suspension system according to claim 4, wherein the steering drive unit is composed of a motor that transmits a rotational force, is installed on the upper bracket portion, and is connected to the upper support portion of the wheel body portion by gear meshing.

6. The vehicle body is provided with a plurality of guide portions arranged at both top and bottom sides and extending in the front-rear direction, 4. The vehicle suspension device according to claim 3, wherein the wheel moving portion has one end rotatably connected to the guide portion and the other end rotatably connected to the bracket portion of the shock absorbing portion, and a plurality of link connection portions configured to change the length are provided on both the upper and lower sides of the wheel body portion.

7. The guide portions are configured in large numbers so as to be disposed at the front and rear of the upper and lower sides of the vehicle body, 7. The vehicle suspension device according to claim 6, wherein the link connection portion is configured in such a way that it is connected to each of the upper guide portions and the upper bracket portions located at the front and rear of the upper side of the vehicle body, and is connected to each of the lower guide portions and the lower bracket portions located at the front and rear of the lower side of the vehicle body.

8. 7. The vehicle suspension device according to claim 6, wherein the link connection portion is composed of a cylinder portion rotatably connected to the bracket portion, and a piston portion that is extendable / retractable relative to the cylinder portion and rotatably connected to the guide portion.

9. 7. The vehicle suspension device according to claim 6, wherein the guide portion is composed of a rail portion extending in the fore-and-aft direction of the vehicle body, a link moving portion connected to the rail portion and moving along the rail portion when the rail portion rotates, and to which the link connection portion is rotatably connected, and a link drive portion installed on the vehicle body, connected to the rail portion, and rotating the rail portion.

10. The vehicle suspension device according to claim 9, characterized in that the guide portions are configured to be disposed at the front and rear, respectively, on the upper and lower sides of the vehicle body, such that the rail portions are disposed at the front and rear, respectively, and the front rail portion and the rear rail portion are each rotatably connected via bearing portions installed on the vehicle body.

11. 2. The vehicle suspension system according to claim 1, wherein the wheel body portion, the steering drive portion, and the wheel moving portion are configured for the front and rear wheels of the vehicle body, respectively, and the steering drive portion and the wheel moving portion are each individually controlled.

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