Autonomous driving vehicle

Disclosed is an autonomous driving vehicle including a front wheel support connected to a front wheel as one body and supporting the front wheel, and a knuckle arm angle adjustment assembly having one side to which a knuckle arm is connected, the knuckle arm moving with the front wheel during steering the front wheel, and knuckle arm angle adjustment assembly being coupled to one side of the front wheel support to be capable of angle adjustment for setting an inclination angle of the knuckle arm.

This application is a national stage application of International Application No. PCT/KR2020/014552 filed Oct. 23, 2020, which claims priority to Korean Patent Application No. 10-2020-0002447 filed Jan. 8, 2020, the disclosures of which are incorporated herein by reference and to which priority is claimed.

FIELD OF THE INVENTION

The present inventive concept relates to an autonomous driving vehicle, and more particularly, to an autonomous driving vehicle in which a knuckle arm inclination angle set operation with respect to a vehicle width or a vehicle length may be accurately, easily, and quickly performed, compared with the related art, so that not only mass-production of vehicles may be secured, but also a path deviation error during autonomous steering and driving may be reduced.

BACKGROUND OF THE INVENTION

A steering system (apparatus) is mounted on a vehicle. A steering system is a kind of system that enables a vehicle to turn as a wheel (front wheel) is turned when a handle called a steering wheel (wheel) is turned.

The steering system includes two types of methods as shown inFIGS.1and2.

An Ackermann-Jantoud type is the first type and schematically illustrated inFIG.1.

The Ackermann-Jantoud type ofFIG.1is a 4-bar link type, that is, four bars including a pair of knuckle arms10, a tie rod11, and a main rod12are connected by a link to operate.

In this state, the knuckle arms are generated set to an angle in which virtual lines A and B connecting the pair of knuckle arms meet at the center of a rear axle.

When a handle that is not illustrated is rotated, a steering shaft connected to the handle is rotated, a pinion gear connected to the steering shaft is rotated, and the tie rod11is moved through a rack gear connected to the pinion gear, so that the knuckle arms are driven.

Then, starting from a wheel pivot (not shown), the front wheels20are rotated and rear wheels30follow. In this state, among the front wheels20, the right wheel illustrated inFIG.1turns more than the left wheel. Only then, the vehicle may turn with respect to a point O.

Meanwhile, the Ackermann-Jantoud type ofFIG.1has been widely used due to its merits of being easy to implement as a simple structure of a 4-bar link type as described above, and steering the linear motion of the tie rod11with only a rotational motion in the form of a 4-bar link type.

However, when steering is made from a solid line to a dashed line inFIG.1, unless inclined at an angle, the rotation center is deviated from a rear axle extension line and slipping occurs. However, when the tie rod11is restricted to perform a linear motion only, a desired steering repulsive force may not be obtained, and thus, during steering, the rotation center necessarily deviates from the rear axle extension line. Accordingly, for the Ackermann-Jantoud type ofFIG.1, a certain level of slipping is bound to occur.

Although the Ackermann-Jantoud type ofFIG.1has widely been used because normal vehicles drive a relatively curved road, and slipping may be compensated for by a complement, such as suspension and the like, and person's judgement and the like, the Ackermann-Jantoud type ofFIG.1has been known to be theoretically unable to remove the slipping.

A Davis type expressed in a schematic drawing ofFIG.2is the second type.

This type has a structure to theoretically exclude slipping under all steering conditions, compared with the Ackermann-Jantoud type ofFIG.1.

However, as many sliding portions50are mounted and there are many sliding linear motions, and thus, friction and abrasion increase and precision is degraded so that this type is not known to be used well.

Meanwhile, when any of the above-described types is adopted, for smooth steering and driving, the knuckle arm inclination angle set or setting with respect to a vehicle width W or a vehicle length L are most important. Only then, vehicles, in particular, autonomous driving vehicles that are driven without a driver, may reduce a path deviation error during autonomous steering and driving.

Conventionally, however, a fine screw adjustment method using a double nut has been adopted to set an inclination angle of the knuckle arms with respect to the vehicle width W or the vehicle length L, but since the knuckle arm inclination angle set operation is not easy and takes a long time. When this classical method is applied, as it is, to autonomous driving vehicles, each of vehicles having different vehicle widths W or different vehicle lengths L requires resetting so that mass production may be degraded. Considering the above, there is a need to develop technology about a new concept of an autonomous driving vehicle that is previously unknown.

SUMMARY OF THE INVENTION

Provided is an autonomous driving vehicle in which a knuckle arm inclination angle set operation with respect to a vehicle width or a vehicle length may be accurately, easily, and quickly performed, compared with the related art, so that not only mass-production of vehicles may be secured, but also a path deviation error during autonomous steering and driving may be reduced.

According to the present inventive concept, as a knuckle arm inclination angle set operation with respect to a vehicle width or a vehicle length may be accurately, easily, and quickly performed, compared with the related art, not only mass production of vehicles may be achieved, but also a path deviation error during autonomous steering and driving may be reduced.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT(S)

According to an aspect of the present inventive concept, an autonomous driving vehicle includes a front wheel support connected to a front wheel as one body and supporting the front wheel, and a knuckle arm angle adjustment assembly having one side to which a knuckle arm is connected, the knuckle arm moving with the front wheel during steering the front wheel, and knuckle arm angle adjustment assembly being coupled to one side of the front wheel support to be capable of angle adjustment for setting an inclination angle of the knuckle arm.

The knuckle arm angle adjustment assembly may include a sawtoothed knuckle arm angle adjustment assembly that is capable of angle adjustment by a preset angle with respect to the front wheel support through a sawtooth type method.

The sawtoothed knuckle arm angle adjustment assembly may include an assembly body including an arm connection portion to which the knuckle arm is connected, a rotation shaft coupled to the assembly body to have both end portions of the rotation shaft exposed, and forming a rotation axis of the assembly body, an angle adjustment module connected to the rotation shaft forming one body, and having a first serration formed on one side of the angle adjustment module, and a module restriction portion restricting the angle adjustment module to one side of the front wheel support.

The module restriction portion may include a module restriction main block having a second serration that is engaged with the first serration of the angle adjustment module, and a main fastening member fastening the module restriction main block to the front wheel support.

The module restriction portion may further include a module restriction sub-block supporting the module restriction main block at a side of the module restriction main block, a block fastening member fastening the module restriction sub-block and the module restriction main block, and a sub-fastening member fastening the module restriction sub-block to the front wheel support.

The front wheel support may include a support inner body disposed inside the front wheel, a lower shaft coupling portion connected to a lower portion of one side of the support inner body, and to which a lower end portion of the rotation shaft is coupled, an upper shaft coupling portion connected to an upper portion of the one side of the support inner body, and to which an upper end portion of the rotation shaft is coupled, a support outer body supporting the front wheel at a side opposite to the support inner body with the front wheel therebetween, and a plurality of body fastening members fastening the support outer body and the support inner body.

First and second through-holes, through which the main fastening member and the sub-fastening member pass, may be formed in the upper shaft coupling portion, and first and second fastening holes, through which the main fastening member and the sub-fastening member having passed through the first and second through-hole are fastened, may be formed in the module restriction main block and the module restriction sub-block, the first fastening hole being provided as a slot.

A step portion may be formed in a lower end portion of the upper shaft coupling portion that is contacted by the module restriction main block and the module restriction sub-block.

The autonomous driving vehicle may further include a vertical driving suspension connected to the assembly body through a rotation shaft of the knuckle arm angle adjustment assembly, and providing a shock-absorption force to a body of a vehicle by performing only a linear motion in a vertical direction to remove a change in a vehicle width.

The vertical driving suspension may be independently mounted on both of the front wheel and a rear wheel disposed at a side opposite to the front wheel.

The vertical driving suspension may include a suspension body, a spring coupled to the suspension body and performing shock-absorption in the vertical direction, a pair of coupling arms extending from the suspension body and coupled to both end portions of the assembly body, a lower head connected to a lower portion of the suspension body apart therefrom and coupled to a body frame, and an upper head connected to an upper portion of the suspension body apart therefrom and restricted to a front frame cover coupled to the body frame.

The autonomous driving vehicle may further include a steering motor generating a driving force to steer the front wheel, a pinion connected to the steering motor and rotated by the steering motor, and a rack gear-engaged with the pinion, and transmitting a rotational motion of the pinion as a linear motion.

The autonomous driving vehicle may further include a pair of knuckle arm support units each supporting the knuckle arm in an area of the front wheel, and a motion transmitting member coupled to the rack such that both end portions of the motion transmitting member are rotatably connected to the pair of knuckle arm support units, and transmitting a linear motion of the rack as a turning motion of the knuckle arm.

The knuckle arm support unit may include an arm penetration support portion through which the knuckle arm passes and is supported thereon, a unit supporter supporting the arm penetration support portion outside the arm penetration support portion, and a rotating head portion rotatably connected to the unit supporter and disposed and fixed to a penetration portion formed in an end portion of the motion transmitting member.

The pinion may include a pinion body having a disc shape, and a plurality of power transmission pins connected to the pinion body at equal intervals in a circumferential direction of the pinion body, and providing rotational power mutually corresponding to shapes of teeth formed on the rack.

The autonomous driving vehicle may further include a pair of rear wheel driving portions respectively connected to a pair of rear wheels disposed at a side opposite to the front wheel, and providing a driving force to the pair of rear wheels, a common driving force providing portion commonly providing a driving force to drive the pair of rear wheel driving portions, and a rear wheel motion transmitting portion connected between the common driving force providing portion and each of the pair of rear wheel driving portions, and transmitting a motion of the common driving force providing portion to the pair of rear wheel driving portions.

The common driving force providing portion may be provided as a modular composite device of an engine for generating a driving force, a reducer for reducing a speed of the engine, and a differential gear.

The rear wheel motion transmitting portion may include a Schmidt coupling.

In order to fully understand the operational advantages of the present inventive concept and the objectives achieved by the implementation of the present inventive concept, the accompanying drawings illustrating preferred embodiments of the present inventive concept and the contents described in the accompanying drawings are referred to.

Hereinafter, the inventive concept will be described in detail by explaining preferred embodiments of the inventive concept with reference to the attached drawings. Like reference numerals in the drawings denote like elements.

The attached drawings for illustrating preferred embodiments of the disclosure are referred to in order to gain a sufficient understanding of the disclosure, the merits thereof, and the objectives accomplished by the implementation of the disclosure.

Hereinafter, the disclosure will be described in detail by explaining preferred embodiments of the disclosure with reference to the attached drawings. Like reference numerals in the drawings denote like elements.

FIG.3is a perspective view of an autonomous driving vehicle according to an embodiment of the inventive concept.FIG.4is a rear perspective view ofFIG.3.FIG.5is a plan view ofFIG.3.FIG.6is a plan view in which, inFIG.5, to emphasize the knuckle arm, the other parts except a knuckle arm are indicated by dashed lines.FIG.7is an enlarged view of a region A ofFIG.3.FIG.8illustrates the opposite side after removing parts of a body frame are removed inFIG.7.FIG.9illustrates a state of removing a linear guide inFIG.8.FIG.10illustrates the opposite side ofFIG.9.FIG.11is a partially exploded view ofFIG.10.FIG.12is an exploded view of a pinion and a rack inFIG.11.FIG.13is a partially exploded enlarged view of a region B ofFIG.9.FIG.14is a detailed exploded view ofFIG.13.FIG.15is a detailed exploded view ofFIG.14.FIG.16is a detailed exploded view ofFIG.15.FIG.17is an enlarged view of a region C ofFIG.4.FIG.18is a detailed view of a region of a rear wheel driving portion ofFIG.17.FIG.19is an exploded view ofFIG.18.

Referring to these drawings, in an autonomous driving vehicle100according to the present embodiment, as an inclination angle set operation of a knuckle arm120with respect to a vehicle width W or a vehicle length L may be accurately, easily, and quickly performed, compared with the related art, not only mass production of vehicles may be achieved, but also a path deviation error during autonomous steering and driving may be reduced.

In other words, as mentioned above, the inclination angle set operation of the knuckle arm120(hereinafter, referred to as the setting operation) in the existing vehicle is carried out by a fine screw adjustment method using a double nut that is not illustrated, and thus, a working time is inevitably slow.

As such, when a time for the inclination angle setting operation of the knuckle arm120increases, the mass production of the autonomous driving vehicle100may be difficult to achieve, and thus, actual production becomes impossible.

However, in the case of the present embodiment, as described below, the inclination angle setting operation of the knuckle arm120may be conveniently performed by a serration method (see134aand141aofFIG.16), and thus, the working time may be greatly reduced. Accordingly, mass productivity of the autonomous driving vehicle100is increased so that it is enough to secure competitiveness.

In order to provide such an effect, there must be no change in the length of the vehicle width W or the vehicle length L, and to this end, as in the present embodiment, a power transmission structure for steering, driving, or shock absorption of the autonomous driving vehicle100needs to be set to perform a linear motion without a link motion. With the above structure, the actual structure and operation of the inclination angle setting operation of the knuckle arm120are described below in detail.

Meanwhile, the autonomous driving vehicle100according to the present embodiment that can provide the above effect includes a body frame104, and a front wheel101and a rear wheel102, each being provided in a pair and rotatably coupled respectively to the front end and rear end of the body frame104, and has a shape in which a structure, a unit, or an apparatus, such as a knuckle arm angle adjustment assembly130, is connected to the front wheel101and the rear wheel102by means of the body frame104.

First, the body frame104is a structure that supports all components, units, or apparatuses, including the front wheel101and the rear wheel102, forming the autonomous driving vehicle100. The body frame104may include a metal frame that is light and exhibits excellent stiffness.

While a body frame is illustrated as having a reference numeral104in the drawings, the body frame104may be one large integral mass structure, or a partially screw-assembled structure.

In particular, as it is sufficient that the body frame104supports all components, units, or apparatuses, including the front wheel101and the rear wheel102, forming the autonomous driving vehicle100, the body frame104needs not necessarily have the same shape as the shape in the drawings. In other words, the right scope of the present inventive concept is not limited to the shape in the drawings.

The front wheel101is provided with a front wheel support110that is connected to front wheel101as one body and supports the front wheel101.

As illustrated in detail inFIGS.14to16, while rotatably supporting the front wheel101, the front wheel support110may enable the knuckle arm angle adjustment assembly130, a module restriction portion140, a vertical driving suspension150, and the like to be stably mounted thereon.

The front wheel support110may include a support inner body111disposed inside the front wheel101, a support outer body114supporting the front wheel101at a side opposite to the support inner body111with the front wheel101therebetween, and a plurality of body fastening members115for fastening the support outer body114and the support inner body111.

Accordingly, as the support inner body111is disposed inside the front wheel101and the support outer body114is disposed outside the front wheel101, and the support outer body114and the support inner body111are connected as one body by using the body fastening members115for fastening, the front wheel support110may be easily installed on the front wheel101. Disassembly may be performed in the opposite method.

A lower shaft coupling portion112and a upper shaft coupling portion113are coupled to the support inner body111. The lower shaft coupling portion112and the upper shaft coupling portion113form an integral structure with the support inner body111.

The lower shaft coupling portion112is connected to a lower portion of one side of the support inner body111, and forms a place for coupling a lower end portion of a rotation shaft133forming the knuckle arm angle adjustment assembly130.

The upper shaft coupling portion113is connected to an upper portion of the one side of the support inner body111, and forms a place for coupling an upper end portion of the rotation shaft133.

As such, as the front wheel support110is assembled to the front wheel101, and the knuckle arm angle adjustment assembly130is connected through the lower shaft coupling portion112and the upper shaft coupling portion113of the front wheel support110, the front wheel support110, the knuckle arm angle adjustment assembly130, and the front wheel101may have a structure connected in one mass.

Meanwhile, a knuckle arm120drivingly coupled to and moving with the front wheel101during steering the front wheel101is connected to one side of the knuckle arm angle adjustment assembly130, and the knuckle arm120is coupled to one side of the front wheel support110such that angle adjustment is possible for the inclination angle setting of knuckle arm120.

In the present embodiment, the knuckle arm angle adjustment assembly130may be a sawtoothed knuckle arm angle adjustment assembly that is angle-adjustable by a preset angle with respect to the front wheel support110through a sawtooth method, that is, the serration method (see134aand141aofFIG.16).

As in the present embodiment, when the knuckle arm angle adjustment assembly130of a sawtooth type is employed, compared with the existing fine screw adjustment method using a double nut, the inclination angle setting operation of the knuckle arm120may be easily and quickly performed and also the angle adjustment may be further accurately performed.

As mainly illustrated in detail inFIGS.15and16, the knuckle arm angle adjustment assembly130of a sawtooth type may include an assembly body131, the rotation shaft133forming the rotation axis of the assembly body131, an angle adjustment module134connected to the rotation shaft133, forming one body with the rotation shaft133, and having a first serration134aat one side thereof, and the module restriction portion140that restricts the angle adjustment module134to the one side of the front wheel support110.

The assembly body131forms the frame of the knuckle arm angle adjustment assembly130of a sawtooth type. Structures such as the rotation shaft133, the angle adjustment module134, and the like are mounted, by locations, on the assembly body131.

An arm connection portion132to which the knuckle arm120is connected is formed on the assembly body131. The knuckle arm120having a non-circular cross-sectional structure has one end portion connected to the arm connection portion132and the other end portion connected to an arm penetration support portion165aof a knuckle arm support unit165to be exposed. Accordingly, when the knuckle arm support unit165is operated, the knuckle arm120rotates and then the front wheel101may be steered.

While the rotation shaft133forms the rotation axis of the assembly body131, both end portions of the rotation shaft133are coupled to the assembly body131to be exposed to the outside.

As both end portions of the rotation shaft133are exposed to the outside of the assembly body131as in the present embodiment, the vertical driving suspension150and the front wheel support110may be assembled to both end portions of the rotation shaft133. Accordingly, these components may be connected to each other as one body with the front wheel101.

The angle adjustment module134has a structure to be connected to the rotation shaft133and forming one body with the rotation shaft133. The first serration134ais formed at one side of the angle adjustment module134.

The inclination angle setting operation of the knuckle arm120is briefly described with reference toFIG.16. In the case of the present embodiment, while a second serration141aof a module restriction main block141forming the module restriction portion140is engaged, in a screw type, with the first serration134aof the angle adjustment module134, the module restriction main block141is fastened to the upper shaft coupling portion113of the front wheel support110. Thus, after the module restriction main block141is released and the angle adjustment module134that forms one body with the rotation shaft133is rotated by a desired angle, the module restriction main block141is fixed to the upper shaft coupling portion113of the front wheel support110such that the first and second serrations134aand141aare restricted with each other, thereby very simply performing the inclination angle setting operation of the knuckle arm120.

In particular, as it is possible to perform the inclination angle setting operation of the knuckle arm120by rotating, by one pitch, the angle adjustment module134through the first and second serrations134aand141a, the inclination angle setting operation of the knuckle arm120with respect to the vehicle width W or the vehicle length L may be quickly and precisely performed.

In the module restriction portion140forming the knuckle arm angle adjustment assembly130of a sawtooth type, the module restriction portion140serves to restrict the angle adjustment module134to one side of the front wheel support110.

The module restriction portion140may include the module restriction main block141having the second serration141athat is engaged with the first serration134aof the angle adjustment module134, and a plurality of main fastening members142for fastening the module restriction main block141to the front wheel support110.

A module restriction sub-block143is provided at one side of the module restriction main block141. The module restriction sub-block143serves to support the module restriction main block141at a side of the module restriction main block141. The module restriction sub-block143and the module restriction main block141are fastened through a block fastening member144to form one body.

Although the angle adjustment module134may be supported by only the module restriction main block141, without the module restriction sub-block143, by further employing the module restriction sub-block143, the angle adjustment module134may be supported with a more stable and strong force. The module restriction sub-block143may be fastened by a plurality of sub-fastening members145to the front wheel support110.

First and second through-holes113aand113bthrough which the main fastening members142and the sub-fastening members145pass are formed in the upper shaft coupling portion113so that the module restriction main block141and the module restriction sub-block143are coupled to the upper shaft coupling portion113of the body frame104.

In this state, the first and second fastening holes141band143a, to which the main fastening members142and the sub-fastening members145having passed through the first and second through-holes113aand113bare fastened, are respectively formed in the module restriction main block141and the module restriction sub-block143, and unlike the second fastening hole143a, the first fastening hole141bis provided as a slot. Accordingly, it is effective to adjust assembly tolerance between parts.

A step portion113cis formed in a lower end portion of the upper shaft coupling portion113that is contacted by the module restriction main block141and the module restriction sub-block143. As in an enlarged view ofFIG.14, as the module restriction sub-block143is disposed on the step portion113c, the module restriction sub-block143is not pushed and stably supports the module restriction main block141.

Meanwhile, as described above, in the case of the autonomous driving vehicle100according to the present embodiment, as a solution to remove a slipping phenomenon of the Ackermann-Jantoud type illustrated inFIG.1, the power transmission structure for steering, driving, or shock absorption of the autonomous driving vehicle100is employed to perform a linear motion without a link motion, which is described below.

A steering motor161for generating a driving force for steering the front wheel101is provided in the autonomous driving vehicle100according to the present embodiment.

To provide the driving force of the steering motor161to the pair of front wheels101, the autonomous driving vehicle100according to the present embodiment employs a pinion170and a rack162, and a motion transmitting member163is connected to the rack162and the knuckle arm support unit165for supporting the knuckle arm120is connected to the motion transmitting member163.

Accordingly, when the steering motor161drives to rotate the pinion170, a rotational motion of the pinion170is transmitted as linear motions of the rack162and the motion transmitting member163, and through an operation of pulling or pushing, by the motion transmitting member163, the knuckle arm support unit165, the knuckle arm120supported on the knuckle arm support unit165is turned so that the front wheel101may be steered, which is described in detail.

The steering motor161generates a driving force to steer the front wheel101. The pinion170is connected to the steering motor161. In the present embodiment, as the steering motor161is fixedly mounted on the body frame104, the pinion170rotates in place.

The pinion170has a structure to be connected to the steering motor161and rotated by the steering motor161. The rack162is gear-engaged with the pinion170, and serves to transmit the rotational motion of the pinion170as a linear motion.

Although a typical pinion of a spur gear shape may be employed, in the case of the present embodiment, the pinion170having a structure described below is employed. In other words, the pinion170employed in the present embodiment includes a pinion body171having a disc shape, and a plurality of power transmission pins172connected to the pinion body171at equal intervals in the circumferential direction of the pinion body171, and providing rotational power mutually corresponding to the shape of teeth162aformed on the rack162.

In this state, the power transmission pins172have an arrangement structure of a circular shape in the pinion body171, and rotate mutually corresponding to the shapes of teeth162aformed on the rack162.

Accordingly, when the pinion170performs a rotational motion in place by the operation of the steering motor161, the power transmission pins172of the pinion170are tooth-engaged with the teeth162aformed on the rack162, and thus, the rack162performs a linear motion. Then, the motion transmitting member163connected to the rack162as one body is guided by linear guides168restricted to the body frame104through a front frame cover105, to perform a linear motion horizontally, that is, to the left and right. Accordingly, the knuckle arm120is turned to the left and right through the knuckle arm support unit165connected to each of both end portions of the motion transmitting member163, so as to move the front wheel101, that is, to be steered.

For reference, the linear guides168are fixed to the front frame cover105with a motor support169for fixing the steering motor161, and the front frame cover105has a shape to be connected to the body frame104. As such, in a state in which the linear guides168are position-fixed to the body frame104having a position fixed structure, the motion transmitting member163is connected to the linear guides168and guided thereby so that the horizontal linear motion of the motion transmitting member163may be stably performed.

As described above, the knuckle arm support unit165for supporting the knuckle arm120is provided in the area of the front wheel101. The knuckle arm support unit165may include the arm penetration support portion165athrough which the knuckle arm120passes and is supported thereon, a unit supporter165bsupporting the arm penetration support portion165aoutside the arm penetration support portion165a, and a rotating head portion165crotatably connected to the unit supporter165band disposed in and fixed to a penetration portion163aformed in an end portion of the motion transmitting member163. As the knuckle arm120and the arm penetration support portion165ahave a non-circular sectional coupling structure, the knuckle arm120does not idle in the arm penetration support portion165a.

The motion transmitting member163is connected to the rack162described above, forming one body. In other words, the motion transmitting member163is coupled to the rack162with both end portions thereof rotatably connected to the pair of knuckle arm support units165, and serves to transmit the linear motion of the rack162as a turning motion of the knuckle arm120.

As such, as the present embodiment adopts a linear turning and rolling motion method in which the linear motion of the motion transmitting member163turns the knuckle arm120to steer the front wheel101, no link structure is needed unlike the related art, and thus, a change in the vehicle width W or the vehicle length L may be removed, and furthermore, may contribute to reduction of occurrence of sliding abrasion.

Meanwhile, as the same concept, when an inclined suspension like the suspension applied to the vehicle ofFIGS.1and2is employed to remove vibrations and the like applied to a body of a vehicle, this may also affect the occurrence of a change in the vehicle width W or the vehicle length L. Accordingly, in the present embodiment, the vertical driving suspension150is employed to prevent an effect on the occurrence of a change in the vehicle width W or the vehicle length L.

The vertical driving suspension150for providing a shock-absorption function to a vehicle is connected to the assembly body131through the rotation shaft133of the knuckle arm angle adjustment assembly130, and provides a shock-absorption force to the body of a vehicle while performing a linear motion only in a vertical direction to remove the occurrence of a change in the vehicle width W or the vehicle length L, in particular a change in the vehicle width W. The vertical driving suspension150may be independently mounted on all of the pair of front wheels101and the pair of rear wheels102.

The vertical driving suspension150may include a suspension body151, springs152coupled to the suspension body151and perform shock-absorption in the vertical direction, a pair of coupling arms153extending from the suspension body151and coupled to both end portions of the assembly body131, a lower head154connected to a lower portion of the suspension body151apart therefrom and coupled to the body frame104, and an upper head155connected to an upper portion of the suspension body151apart therefrom and restricted to the front frame cover105that is coupled to the body frame104.

Referring to backFIGS.3and4andFIGS.17to19, the autonomous driving vehicle100according to the present embodiment is equipped with, as means for driving a vehicle, a pair of rear wheel driving portions181, a common driving force providing portion182, and a rear wheel motion transmitting portion183.

Each of the rear wheel driving portions181is connected to the rear wheel102, and provides a driving force to the rear wheel102.

The common driving force providing portion182provides a driving force for driving the rear wheel driving portions181for common use. The common driving force providing portion182is connected to a motion transmitting portion183by being supported by a supporter186. The supporter186is connected to the body frame104through a rear frame cover106. As a result, the common driving force providing portion182may be stably position-fixed to the body frame104.

In the present embodiment, the common driving force providing portion182is provided as a modular composite device of an engine188for generating a driving force, a reducer190for reducing the speed of the engine188, and a differential gear192. As such, when the common driving force providing portion182with integrated functions is employed, modularized components may facilitate assembly and maintenance/repair, in particular miniaturization.

The rear wheel motion transmitting portion183is connected between the common driving force providing portion182and each of the rear wheel driving portions181, and transmits the motion of the common driving force providing portion182to each of the rear wheel driving portions181.

In the present embodiment, the rear wheel motion transmitting portion183adopts a Schmidt coupling. The Schmidt coupling efficiently guarantees continuity in power transmission, and accurately transmits a motion and torque even when a large magnitude of eccentricity occurs. In other words, the Schmidt coupling has a merit in that, even when a large magnitude of eccentricity is absorbed, left-and-right distances from the relative axis do not change. By employing the Schmidt coupling as the rear wheel motion transmitting portion183, there is no need to use a universal joint and the like to the rear axle as in the related art.

Hereinafter, the inclination angle setting operation of the knuckle arm120is described.

First, by releasing the main fastening members142and the sub-fastening members145, the restrictions of the module restriction main block141and the module restriction sub-block143are removed. When the restrictions of the module restriction main block141and the module restriction sub-block143are removed, the screw-engagement between the first and second serrations134aand141ais removed, and in this state, the rotation shaft133of the assembly body131is rotated by a desired angle through the angle adjustment module134.

As described above, as the first serration134ais formed in the angle adjustment module134, the inclination angle setting operation of the knuckle arm120may be performed by rotating the rotation shaft133by one pitch.

Next, after tuning the inclination angle of the knuckle arm120, the second serration141aof the module restriction main block141is screw-engaged with the first serration134aof the angle adjustment module134, the module restriction sub-block143is disposed at the side of the module restriction main block141and the module restriction main block141and the module restriction sub-block143are fixed by using the body fastening members115.

Then, by passing the main fastening members142and the sub-fastening members145respectively through the first and second through-holes113aand113bof the upper shaft coupling portion113to be fastened to the first and second fastening holes141band143aof the module restriction main block141and the module restriction sub-block143, the inclination angle setting operation of the knuckle arm120with respect to the vehicle width W or the vehicle length L may be quickly and precisely performed.

According to the present embodiment as operating with the structure described above, the inclination angle set operation of the knuckle arm120with respect to the vehicle width W or the vehicle length L may be accurately, easily, and quickly performed, compared with the related art, not only mass production of vehicles may be achieved, but also a path deviation error during autonomous steering and driving may be reduced.

While the present inventive concept has been described with respect to specific embodiments thereof, it will be apparent to those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the following claims.

The present inventive concept may be used for the field of autonomous driving vehicles.