CN113561722A - Integral bridge type suspension - Google Patents
Integral bridge type suspension Download PDFInfo
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- CN113561722A CN113561722A CN202110933175.8A CN202110933175A CN113561722A CN 113561722 A CN113561722 A CN 113561722A CN 202110933175 A CN202110933175 A CN 202110933175A CN 113561722 A CN113561722 A CN 113561722A
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- axle
- elastic supporting
- pull rod
- support unit
- vehicle body
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- 239000000725 suspension Substances 0.000 title claims abstract description 61
- 230000007246 mechanism Effects 0.000 claims abstract description 29
- 230000035939 shock Effects 0.000 claims abstract description 19
- 239000006096 absorbing agent Substances 0.000 claims abstract description 17
- 230000000712 assembly Effects 0.000 claims description 2
- 238000000429 assembly Methods 0.000 claims description 2
- 239000000126 substance Substances 0.000 claims description 2
- 230000009286 beneficial effect Effects 0.000 abstract description 6
- 230000008859 change Effects 0.000 description 4
- 238000013016 damping Methods 0.000 description 4
- 229910000831 Steel Inorganic materials 0.000 description 3
- 239000010959 steel Substances 0.000 description 3
- 230000007547 defect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000001627 detrimental effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000013013 elastic material Substances 0.000 description 1
- 229920001971 elastomer Polymers 0.000 description 1
- 230000014509 gene expression Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 229920002635 polyurethane Polymers 0.000 description 1
- 239000004814 polyurethane Substances 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
- B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/12—Wound spring
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention discloses an integral bridge type suspension, wherein two ends of a shock absorber are respectively connected with an axle and a vehicle body; an axial through hole is arranged in a first elastic supporting unit of two groups of elastic supporting unit components of the elastic supporting mechanism, an annular bulge is arranged on the outer wall surface, one end of the annular bulge is abutted or connected with the vehicle body, and the other end of the annular bulge is opposite to the vehicle axle; the second elastic support unit is arranged around the first elastic support unit, one end of the second elastic support unit is abutted with the outer end area of the axle tube on the axle, and the other end of the second elastic support unit is used for providing acting force towards the direction of the vehicle body for the first elastic support unit; the pull rod mechanism comprises an upper pull rod pair, a lower pull rod pair and a transverse pull rod. The whole bridge type suspension that this disclosure provided has reduced suspension weight, and elastic support mechanism can provide different supports according to different loads, has guaranteed the bearing capacity of suspension, has improved the riding comfort simultaneously. And moreover, the arrangement of the elastic supporting mechanism and the pull rod mechanism improves the anti-roll performance of the suspension and is beneficial to improving the operation stability.
Description
Technical Field
The invention relates to the field of vehicle engineering, in particular to an integral bridge type suspension.
Background
The suspension is an important component of modern automobiles, and has the functions of elastically connecting a frame or an automobile body with an axle or wheels, transmitting force and moment between the automobile and the frame or the automobile body, relieving impact load transmitted to the frame or the automobile body from a road surface, damping vibration, isolating noise input from the ground and tires, controlling the motion law of the wheels and ensuring that the automobile has required riding comfort and operation stability.
As shown in fig. 1, the conventional integral bridge suspension uses a leaf spring 2' as an elastic element, and the leaf spring 2' is connected with an axle 1' through a saddle bolt 3', and the leaf spring 2' plays a role in bearing and guiding. The integral bridge suspension damps vibrations by means of a damper 4', a damping mass 5' being mounted on the inside of the leaf spring 2 '. When the suspension is deformed under the action of load, the buffer block 5 'is contacted with the axle 1', thereby playing a role in limiting and achieving the effect of preventing the suspension from deforming too much and crashing the frame or the vehicle body.
However, the existing integral bridge suspension has the following defects: (1) the steel plate spring 2' has large self weight and is not beneficial to the light weight design of the whole vehicle; (2) when the steel plate spring 2' moves, the sheets rub against each other to generate dynamic stiffness, and the smoothness is poor; (3) the unsprung mass of the suspension is high, which is detrimental to handling stability.
Therefore, how to provide a monolithic suspension that can overcome the defects in the prior art is a technical problem that needs to be solved in the art.
Disclosure of Invention
It is an object of the present invention to provide a new solution for an integral bridge suspension that overcomes the drawbacks of the prior art.
According to a first aspect of the present invention, a unitary bridge suspension is provided.
The integral bridge type suspension comprises an axle, a shock absorber, an elastic supporting mechanism and a pull rod mechanism; wherein the content of the first and second substances,
two ends of the shock absorber are respectively connected with the axle and the vehicle body;
the elastic supporting mechanism comprises two groups of elastic supporting unit components, the two groups of elastic supporting unit components respectively correspond to two sides of the axle in the width direction, and the elastic supporting unit components comprise a first elastic supporting unit and a second elastic supporting unit;
an axial through hole is formed in the first elastic supporting unit, an annular bulge is formed in the outer wall surface of the first elastic supporting unit, one end of the first elastic supporting unit is abutted or connected with a vehicle body, and the other end of the first elastic supporting unit is arranged opposite to the vehicle axle;
the second elastic support unit is arranged around the first elastic support unit, one end of the second elastic support unit is abutted against the outer end area of the axle tube on the axle, and the other end of the second elastic support unit is arranged to provide acting force towards the direction of the vehicle body for the first elastic support unit;
the pull rod mechanism comprises an upper pull rod pair, a lower pull rod pair and a transverse pull rod;
the upper pull rod pair comprises two upper pull rods, one ends of the two upper pull rods are respectively connected with the axle, the other ends of the two upper pull rods are connected with the vehicle body, and one ends of the two upper pull rods connected with the axle are positioned between the two groups of elastic supporting unit components;
the lower pull rod pair comprises two lower pull rods, one ends of the two lower pull rods are respectively connected with the axle, the other ends of the two lower pull rods are connected with the vehicle body, and the ends of the two lower pull rods connected with the axle are positioned at the outer sides of the two groups of elastic supporting units;
the two ends of the transverse pull rod are respectively connected with the axle and the vehicle body, one end of the transverse pull rod, which is connected with the axle, is located between the two groups of elastic supporting unit assemblies, and the axis of the transverse pull rod is higher than that of the axle.
Optionally, the shock absorbers are arranged in pairs, and one end of each shock absorber connected with the axle is located between the elastic support unit assembly and the lower tie rod.
Optionally, an included angle between the axis of the shock absorber and the vertical perpendicular line is less than or equal to 7 °.
Optionally, the first elastic supporting unit has a columnar structure, and an end face of the first elastic supporting unit opposite to the vehicle body is provided with an extending edge, and the extending edge is in contact with the vehicle body.
Optionally, the axial through hole is a reducing hole.
Optionally, a plurality of annular protrusions are arranged on the outer wall surface of the first elastic supporting unit, and the distance between adjacent annular protrusions gradually increases along the direction close to the axle.
Optionally, the first elastic supporting unit includes a first elastic supporting unit body and a limiting member, the limiting member is installed in the axial through hole, and the limiting member is located on one side of the axial through hole, which is adjacent to the vehicle body.
Optionally, the second elastic supporting unit is a coil spring.
Optionally, the distance between the axis of the track rod and the axis of the axle is half of the diameter of the axle tube of the axle.
Optionally, an included angle between the axis of the tie rod and the horizontal plane is 0 °.
The whole bridge type suspension that this disclosure provided has reduced suspension weight, and elastic support mechanism can provide different supports according to different loads, has guaranteed the bearing capacity of suspension, has improved the riding comfort simultaneously. And moreover, the arrangement of the elastic supporting mechanism and the pull rod mechanism improves the anti-roll performance of the suspension and is beneficial to improving the operation stability.
Other features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments thereof, which proceeds with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description, serve to explain the principles of the invention.
Fig. 1 is a schematic structural view of a conventional integral bridge suspension.
FIG. 2 is a schematic structural diagram of an embodiment of the integral bridge suspension of the present disclosure.
Fig. 3 is a schematic structural diagram of a first elastic supporting unit of the integral bridge suspension according to the embodiment of the present disclosure.
Fig. 4 is a cross-sectional view of fig. 3.
FIG. 5 is a graph of stiffness change for an embodiment of the integral bridge suspension of the present disclosure.
FIG. 6 is a partial schematic view of an embodiment of the integral bridge suspension of the present disclosure.
The figures are labeled as follows:
the wheel axle comprises an axle-1 ', a steel plate spring-2 ', a saddle bolt-3 ', a shock absorber-4 ', a buffer block-5 ', the axle-1, the shock absorber-2, a first elastic supporting unit-3, a first elastic supporting unit body-31, an axial through hole-311, an annular bulge-312, a limiting piece-32, a second elastic supporting unit-4, an upper pull rod-5, a lower pull rod-6 and a transverse pull rod-7.
Detailed Description
Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, the numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise.
The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses.
Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate.
In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values.
As shown in fig. 2 to 6, the integral bridge suspension of the present disclosure includes an axle 1, a shock absorber 2, an elastic support mechanism, and a tie rod mechanism.
The two ends of the shock absorber 2 are respectively connected with the axle 1 and the vehicle body. The vehicle body in the present disclosure may be a frame or a vehicle body. The connection between the shock absorber 2 and the axle 1 and the vehicle body can be realized by means of a bolted connection.
The elastic supporting mechanism comprises two groups of elastic supporting unit components, and the two groups of elastic supporting unit components correspond to the two sides of the axle 1 in the width direction respectively. The two sides of the axle 1 in the width direction refer to the two sides of the whole vehicle in the width direction. During specific implementation, the shock absorber 2 can be arranged corresponding to the elastic supporting mechanism to limit the elastic supporting mechanism, so that the elastic supporting mechanism is prevented from being separated from the axle 1 and the vehicle body.
The elastic support unit assembly includes a first elastic support unit 3 and a second elastic support unit 4.
An axial through hole 311 is formed in the first elastic supporting unit 3, and an annular protrusion 312 is formed on an outer wall surface of the first elastic supporting unit 3. One end of the first elastic supporting unit 3 is abutted or connected with the vehicle body, and the other end of the first elastic supporting unit 3 is arranged opposite to the vehicle axle 1. The first elastic support unit 3 may be in contact with the vehicle body only, or the first elastic support unit 3 may be bolted to the vehicle body. Depending on the vehicle load, there is a gap between the first elastic support unit 3 and the axle 1, or the first elastic support unit 3 may be in contact with the surface of the axle 1. The first elastic support unit 3 may be made of an elastic material such as rubber or polyurethane.
The second elastic supporting unit 4 is disposed around the first elastic supporting unit 3, and one end of the second elastic supporting unit 4 abuts against an outer end area of the axle tube on the axle 1, and the other end of the second elastic supporting unit 4 can be used for providing an acting force towards the vehicle body direction to the first elastic supporting unit 3. The outer end of the axle tube of the axle 1 refers to the end of the axle tube adjacent to the wheel. The second elastic support unit 4 may be, for example, a spring.
The pull rod mechanism comprises an upper pull rod pair, a lower pull rod pair and a cross pull rod 7.
The upper tie pair comprises two upper ties 5. One end of each of the two upper pull rods 5 is connected with the axle 1, the other end of each of the two upper pull rods 5 is connected with the vehicle body, and one end of each of the two upper pull rods 5 connected with the axle 1 is located between the two sets of elastic supporting unit components.
The lower tie rod pair comprises two lower tie rods 6. One end of each of the two lower pull rods 6 is connected with the axle 1, the other end of each of the two lower pull rods 6 is connected with the vehicle body, and one end of each of the two lower pull rods 6 connected with the axle is positioned at the outer side of each of the two groups of elastic supporting units.
Two ends of the transverse pull rod 7 are respectively connected with the axle 1 and the vehicle body, and one end of the transverse pull rod 7 connected with the axle 1 is positioned between the two groups of elastic supporting unit components. The axis of the track rod 7 is higher than the axis of the axle 1.
By designing the mounting point positions of the two ends of the tie rod 7, the axis of the tie rod 7 is always higher than the axis of the axle 1, so that the roll center of the whole suspension can be ensured at a higher position, the roll moment generated by the lateral force is reduced, the roll amplitude of the whole vehicle can be reduced, and the aim of improving the operation stability is fulfilled. Moreover, the axle 1 is of an integral axle structure, so that the positioning angles (such as camber and toe-in angle) of the wheels can be guaranteed not to change, and the steering performance of the tires is further guaranteed.
The upper pull rod 5, the lower pull rod 6 and the transverse pull rod 7 in the pull rod mechanism are two-force rods, namely only bear pulling force or pressure along the axis direction of the rods, and the two ends of the pull rod mechanism are respectively connected with the axle 1 and the vehicle body, so that the structure and the size of each pull rod are simplified to the maximum extent, and the weight is reduced.
To better illustrate the operation of the integral bridge suspension, the load of the vehicle and the stiffness variation of the suspension are described:
as shown in fig. 5, when the vehicle is unloaded (e.g., when only the driver is present), the load (G1) is borne by the second elastic support unit 4, and the suspension rigidity is K1. As the load increases (for example, passengers or goods are increased), when the load reaches the normal working condition or the design working condition (for example, passengers reach 3 or 4), namely, the load reaches G2, the first elastic supporting unit 3 contacts with the axle 1 and starts to work, the whole suspension stiffness is increased, so that the load-bearing capacity is ensured, and the suspension stiffness is K2. When the vehicle reaches the maximum design load G3, the first elastic support unit 3 further participates in the work, and the suspension rigidity reaches K3. When the load is further increased by an impact or the like until reaching the load G4, the first elastic support unit 3 further participates in the work until reaching the suspension rigidity K4.
During specific implementation, a stopper made of hard materials can be further arranged in the first elastic supporting unit 3, so that when the load reaches G4, the stopper in the first elastic supporting unit 3 limits the deformation of the first elastic supporting unit 3, the purpose of preventing the axle 1 from colliding with a vehicle body is achieved, and damage is avoided.
The whole bridge type suspension that this disclosure provided has reduced suspension weight, and elastic support mechanism can provide different supports according to different loads, has guaranteed the bearing capacity of suspension, has improved the riding comfort simultaneously. And moreover, the arrangement of the elastic supporting mechanism and the pull rod mechanism improves the anti-roll performance of the suspension and is beneficial to improving the operation stability.
In one embodiment of the disclosed monoblock bridge suspension, for better damping, the shock absorbers 2 are arranged in pairs, with the end of the shock absorber 2 connected to the axle 1 being located between the elastic support unit assembly and the lower tie rod 6.
In one embodiment of the integral bridge suspension of the present disclosure, in order to achieve better damping, the angle between the axis of the damper 2 and the vertical line is less than or equal to 7 °.
In one embodiment of the integral bridge suspension of the present disclosure, the first elastic supporting unit 3 has a columnar structure, and an end surface of the first elastic supporting unit 3 opposite to the vehicle body is provided with an extension side, which is in contact with the vehicle body. The extending edge may have a disc-like structure for better support. The first elastic support unit 3 of such a structure is advantageous in improving the smoothness of the change in the suspension rigidity.
In one embodiment of the integral bridge suspension of the present disclosure, the axial through hole 311 is a tapered hole in order to improve the smoothness of the change in the suspension stiffness.
In one embodiment of the integral bridge suspension of the present disclosure, a plurality of annular protrusions 312 are provided on the outer wall surface of the first elastic supporting unit 3, and the spacing between adjacent annular protrusions 312 gradually increases in the direction approaching the vehicle axle 1. The elastic supporting unit 3 with the structure is beneficial to improving the bearing capacity, and improving the riding comfort and the operation stability.
In one embodiment of the integral bridge suspension of the present disclosure, the first elastic supporting unit 3 includes a first elastic supporting unit body 31 and a limiting member 32. The limiting member 32 is installed in the axial through hole 311, and the limiting member 32 is located on one side of the axial through hole 311 adjacent to the vehicle body. The position-limiting member 32 may be made of metal. The limiting member 32 can improve the pressure resistance of the elastic support mechanism.
In one embodiment of the integral bridge suspension of the present disclosure, the second elastic support unit 4 is a coil spring.
In one embodiment of the integral bridge suspension of the present disclosure, the distance between the axis of the track rod 7 and the axis of the axle 1 is half the diameter of the axle tube of the axle 1. The arrangement is beneficial to further reducing the roll amplitude of the whole vehicle and achieving the aim of more effectively improving the operation stability.
Optionally, the angle between the axis of the tie rod 7 and the horizontal plane is 0 ° to more effectively reduce the roll moment generated by the lateral force.
Although some specific embodiments of the present invention have been described in detail by way of examples, it should be understood by those skilled in the art that the above examples are for illustrative purposes only and are not intended to limit the scope of the present invention. It will be appreciated by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the invention. The scope of the invention is defined by the appended claims.
Claims (10)
1. An integral bridge type suspension is characterized by comprising an axle, a shock absorber, an elastic supporting mechanism and a pull rod mechanism; wherein the content of the first and second substances,
two ends of the shock absorber are respectively connected with the axle and the vehicle body;
the elastic supporting mechanism comprises two groups of elastic supporting unit components, the two groups of elastic supporting unit components respectively correspond to two sides of the axle in the width direction, and the elastic supporting unit components comprise a first elastic supporting unit and a second elastic supporting unit;
an axial through hole is formed in the first elastic supporting unit, an annular bulge is formed in the outer wall surface of the first elastic supporting unit, one end of the first elastic supporting unit is abutted or connected with a vehicle body, and the other end of the first elastic supporting unit is arranged opposite to the vehicle axle;
the second elastic support unit is arranged around the first elastic support unit, one end of the second elastic support unit is abutted against the outer end area of the axle tube on the axle, and the other end of the second elastic support unit is arranged to provide acting force towards the direction of the vehicle body for the first elastic support unit;
the pull rod mechanism comprises an upper pull rod pair, a lower pull rod pair and a transverse pull rod;
the upper pull rod pair comprises two upper pull rods, one ends of the two upper pull rods are respectively connected with the axle, the other ends of the two upper pull rods are connected with the vehicle body, and one ends of the two upper pull rods connected with the axle are positioned between the two groups of elastic supporting unit components;
the lower pull rod pair comprises two lower pull rods, one ends of the two lower pull rods are respectively connected with the axle, the other ends of the two lower pull rods are connected with the vehicle body, and the ends of the two lower pull rods connected with the axle are positioned at the outer sides of the two groups of elastic supporting units;
the two ends of the transverse pull rod are respectively connected with the axle and the vehicle body, one end of the transverse pull rod, which is connected with the axle, is located between the two groups of elastic supporting unit assemblies, and the axis of the transverse pull rod is higher than that of the axle.
2. The integral bridge suspension of claim 1 wherein said shock absorbers are arranged in pairs with the end of said shock absorbers connected to said axle being located between said resilient support unit assembly and said drop link.
3. The integral bridge suspension of claim 1 wherein the angle between the axis of said shock absorber and the vertical is 7 ° or less.
4. The integral bridge suspension according to claim 1, wherein said first resilient support unit has a columnar structure, and an end face of said first resilient support unit opposite to the vehicle body is provided with an extension side, said extension side being in contact with the vehicle body.
5. The integral bridge suspension of claim 1 wherein said axial through hole is a tapered hole.
6. The integral bridge suspension as claimed in claim 1, wherein said first resilient support unit has a plurality of said annular protrusions formed on an outer wall thereof, and a distance between adjacent ones of said annular protrusions is gradually increased in a direction approaching said axle.
7. The integral bridge suspension of claim 1 wherein said first resilient support unit includes a first resilient support unit body and a stop member, said stop member being mounted within said axial through hole and said stop member being located on a side of said axial through hole adjacent to the vehicle body.
8. The integral bridge suspension of claim 1 wherein said second resilient support unit is a coil spring.
9. The integral bridge suspension of any one of claims 1 to 8, wherein the distance between the axis of said track rod and the axis of said axle is half the diameter of the axle tube of said axle.
10. The integral bridge suspension of claim 9 wherein the angle between the axis of said tie rods and the horizontal plane is 0 °.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110933175.8A CN113561722A (en) | 2021-08-12 | 2021-08-12 | Integral bridge type suspension |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110933175.8A CN113561722A (en) | 2021-08-12 | 2021-08-12 | Integral bridge type suspension |
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| Publication Number | Publication Date |
|---|---|
| CN113561722A true CN113561722A (en) | 2021-10-29 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110933175.8A Pending CN113561722A (en) | 2021-08-12 | 2021-08-12 | Integral bridge type suspension |
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| Country | Link |
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| CN (1) | CN113561722A (en) |
Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB434072A (en) * | 1933-12-20 | 1935-08-26 | Daimler Benz Ag | Improvements in and relating to springing arrangements for power driven vehicles |
| JPH10166827A (en) * | 1996-12-04 | 1998-06-23 | Isuzu Motors Ltd | Leaf spring suspending mechanism for vehicle |
| KR20130039526A (en) * | 2011-10-12 | 2013-04-22 | 현대자동차주식회사 | Bump stopper for vehicle |
| CN203198671U (en) * | 2013-04-28 | 2013-09-18 | 株洲时代新材料科技股份有限公司 | Spring suspension frame |
| DE102013017978A1 (en) * | 2013-11-29 | 2015-06-03 | Jörn GmbH | Compression spring with overload protection, in particular between a leaf spring end and an axle body of a truck |
| CN204712817U (en) * | 2015-06-24 | 2015-10-21 | 孙天日 | Heavy clamp plate spring bumper and absorbing shock bearing |
| CN107234934A (en) * | 2017-05-08 | 2017-10-10 | 武汉理工大学 | A kind of multi-connecting-rod separated suspension for commercial car drive axle |
| CN207388779U (en) * | 2017-10-26 | 2018-05-22 | 浙江飞碟汽车制造有限公司 | rubber spring applied to suspension system |
| CN108430810A (en) * | 2016-01-07 | 2018-08-21 | Zf腓特烈斯哈芬股份公司 | Wheel suspension |
| CN210027593U (en) * | 2019-05-13 | 2020-02-07 | 北京汽车集团越野车有限公司 | Chassis system and automobile |
-
2021
- 2021-08-12 CN CN202110933175.8A patent/CN113561722A/en active Pending
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB434072A (en) * | 1933-12-20 | 1935-08-26 | Daimler Benz Ag | Improvements in and relating to springing arrangements for power driven vehicles |
| JPH10166827A (en) * | 1996-12-04 | 1998-06-23 | Isuzu Motors Ltd | Leaf spring suspending mechanism for vehicle |
| KR20130039526A (en) * | 2011-10-12 | 2013-04-22 | 현대자동차주식회사 | Bump stopper for vehicle |
| CN203198671U (en) * | 2013-04-28 | 2013-09-18 | 株洲时代新材料科技股份有限公司 | Spring suspension frame |
| DE102013017978A1 (en) * | 2013-11-29 | 2015-06-03 | Jörn GmbH | Compression spring with overload protection, in particular between a leaf spring end and an axle body of a truck |
| CN204712817U (en) * | 2015-06-24 | 2015-10-21 | 孙天日 | Heavy clamp plate spring bumper and absorbing shock bearing |
| CN108430810A (en) * | 2016-01-07 | 2018-08-21 | Zf腓特烈斯哈芬股份公司 | Wheel suspension |
| CN107234934A (en) * | 2017-05-08 | 2017-10-10 | 武汉理工大学 | A kind of multi-connecting-rod separated suspension for commercial car drive axle |
| CN207388779U (en) * | 2017-10-26 | 2018-05-22 | 浙江飞碟汽车制造有限公司 | rubber spring applied to suspension system |
| CN210027593U (en) * | 2019-05-13 | 2020-02-07 | 北京汽车集团越野车有限公司 | Chassis system and automobile |
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| PB01 | Publication | ||
| PB01 | Publication | ||
| CB02 | Change of applicant information | ||
| CB02 | Change of applicant information |
Address after: No.669 Shixin Road, economic development zone, Feixi County, Hefei City, Anhui Province Applicant after: ANHUI JIANGHUAI AUTOMOBILE GROUP Corp.,Ltd. Address before: 230601 No. 669 Shixin Road, Taohua Industrial Park, Hefei City, Anhui Province Applicant before: ANHUI JIANGHUAI AUTOMOBILE GROUP Corp.,Ltd. |
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| SE01 | Entry into force of request for substantive examination | ||
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| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20211029 |