GB2255766A - Suspension device for suspension tubes of liftgates or the like on vehicles - Google Patents

Abstract

A tube (24) for supporting e.g. a tailgate lift is releasably mounted on the vehicle chassis by means of brackets (44) fixed to the lower portion of the downstanding leg (36) of a holder (33) which in turn is mounted between brackets (26, 29) fixed to the chassis. The tube is retained in position at each bracket by a locking device (98) which acts on an angle shim (81), there being another angle shim (76) arranged between the tube and a spacer (72) welded to the leg (36). A downstanding locating member (63) is welded to the tube to co-operate with the each bracket (44). <IMAGE>

Description

SUSPENSION DEVICE FOR SUSPENSION TUBES OF LIFTGATES OR THE LIKE ON VEHICLES The invention relates to a suspension device in accordance with the precharacterising clause of the main claim. Such a device for liftgates has been disclosed in German Offenlegungsschrift 4,004,036. It has been found that fitters find this solution somewhat difficult to cope with.

It is the object of the invention to create a solution which is better in this respect and, in.

addition, is also cheaper to produce. The intention is to improve this construction in other respects also.

This object is achieved according to the invention by means of the features obvious from the characterising part of the main claim.

The invention will now be explained with reference to preferred illustrative embodiments. In the drawing Fig. 1 shows, on a scale of 1:20, an attachment sketch from the rear zone of a lorry in side view, Fig. 2 shows a representation to scale of a suspension device with a suspension tube represented in chain lines, Fig. 3 shows a section along the line 3-3 in Fig. 2, Fig. 4 shows a section along the line 4-4 in Fig. 2, Fig. 5 shows a section along the line 5-5 in Fig. 2, Fig. 6 shows a plan view of an individual part of Fig. 2, Fig. 7 shows a plan view of an individual part of Fig. 2, Fig. 8 shows a view of an individual part of Fig. 2 counter to the driving direction, Fig. 9 shows a view of an individual part of Fig. 2 counter to the driving direction, Fig. 10 shows the view of an individual part of Fig. 2 perpendicular to the plane of the drawing, on a scale 1:1, Fig. 11 shows the view of Fig. 10 in accordance with arrow 11 in Fig. 10, Fig. 12 shows the view of an individual part of Fig. 2 as seen in the driving direction, on a scale of 1:1, Fig. 13 shows a view of Fig. 12 in the direction of the arrow 13 on a scale of 1:1, Fig. 14 shows a view like that in Fig. 2 but of a second illustrative embodiment, Fig. 15 shows a section along the line 15-15 in Fig. 14, on a scale of 1::1, Fig. 16 shows a view similar to that in Fig. 2 for a third illustrative embodiment, partially sectioned, Fig. 17 shows a view in accordance with the arrow 17 in Fig. 16, Fig. 18 shows a view similar to that in Fig. 16 for a second linear wedge example, Fig. 19 shows a view in accordance with arrow 19 in Fig. 18 but without a wedge, Fig. 20 shows a view similar to that in Fig. 2 of a third illustrative embodiment, Fig. 21 shows a modification of the invention in connection with the special position of spring brackets, Fig. 22 shows a view in accordance with arrow 22 in Fig. 21, Fig. 23 shows a view similar to that in Fig. 2 but using the suspension tube in welded constructions.

Here too, in analogous fashion to German Offenlegungsschrift 4,004,036, a lorry 18, not described in greater detail, has a vehicle floor 19, under which an auxiliary frame 21 of customary configuration is provided which rests on a main frame 22. To this extent, the same conditions prevail here as described in the said publication in the first paragraph after the listing of the figures, i.e. a customary driving direction 23 and a suspension tube 24. Since, as is known, each suspension device has to be provided twice, symmetrically to the geometrical midplane of the vehicle, it is sufficient, for example, to describe the device which is on the right in the driving direction: a bracket plate 26 is 360 mm wide and 370 mm high and made from 6 mm-thick steel plate. Two 30 mm-high bent portions 27, 28 are bent out of the plane of said plate.Holes (not shown) are provided in the bracket plate 26 for fixing it to the auxiliary frame 21 and/or to the main frame 22.

A supporting plate 29 is made of the same material and has the shape shown in Fig. 2 of an irregular quadrilateral. In continuation of the bent portion 27, it has a bent portion 31 extending obliquely downwards to the right. At the very top, it is 120 mm wide and is there butt-welded to the bracket plate 26 from below by a weld 32. At the bottom, the supporting plate 29 is still 60 mm wide and its height is 224 mm.

Like the parts mentioned so far, a curved reinforcing piece 33 is made of structural steel. It is bent from a 10 mm-thick material and is 50 mm wide, i.e.

several times wider than the thickness of bracket plate 26 and supporting plate 29. It comprises a 240 mm-long horizontal leg 34 and a 226 mm-long vertical leg 36. The former is welded to the horizontal, straight and otherwise free edge region 38 of 26 from below by a weld 37, more specifically in accordance with Fig. 5, exactly centrally and ending on the right with the edge 39 of the bent portion 28. Leg 38 is welded to the supporting plate 29 in analogous fashion by a weld 41 and its lower end face 42 ends flush with the lower, horizontal and straight end face 43 of the supporting plate 29. Such a construction is rigid in respect of a load of 2000 kP on a liftgate.

A hook 44 has the same cross-section over its width of 70 mm and is made of structural steel. It is 70 mm wide i.e. wider than leg 36 by welds 46, 47 (Fig. 4), by which it is welded to 36 from the rear. Its flat, horizontal underside 48 is higher than the end face 42 by a weld 49 and is welded to 36 in accordance with Fig. 2. In the overlapping region, the flat and vertical rear face 51 lies flat against the leg 36. In accordance with the 1:1 Figures of Figs. 10 and 11, the rear face 51 merges at the top into a narrow, horizontal, flat upper side 52, which is 9 mm wide and falls with a 45 chamfer 53. This merges into a flat rear wall 54 of the hook, inclined at 3 to the vertical counter to the driving direction 23 according to Fig. 10. At the bottom, it merges into a groove base 56, which is flat and horizontal and 13 mm wide.On the right, it merges into a 7 mm-high groove front wall 57, which is about three times lower than 54 and merges with a 45 chamfer 58 into a horizontal, flat upper side 59. This is 14 mm wide and falls away at right angles into a front face 61, which is vertical and flat. The chamfer 58 is 2 mm high. Into a hook space 62 there fits a flat iron bar 63, which is 225 mm long and thus several times wider than the hook 44, opening up the possibility of displacement in the hook 44 perpendicular to the plane of the drawing of Fig. 2 without completely or partially unhooking. The flat iron bar 63, which is made of St37, is 12 mm thick and thus fits with a clearance of 1 mm into the hook space 62 insofar as it extends as far as the upper side 59. At the bottom, the flat iron bar 63 has a slight convexity 65 (Fig. 13), which is also provided at the top, to ensure that the installation position is not critical. A defined support is thus obtained, namely in the central region of the groove base 56. The spacing between the front face 61 and the groove base 56 is sufficiently large, for reasons of strength and of safety. The height above the groove base 56 is sufficiently large for safety reasons at 7 mm. The inclination of the rear wall 54 prevents the flat iron bar 63 from bearing against it, with the result that the latter is not subjected to bending stress but only to vertical loading. According to Fig. 2, the flat iron bar 63 is welded to the suspension tube 24, resting flat against it in the lower region at the rear in the driving direction 23.An upper weld 64 on the upper end region of the flat iron bar 63, where the connection to the outer face 66 of the rear wall 67 is effected, is used for this purpose. A weld 68 in the corner between the front side of the flat iron bar 63 and a rounded corner 69 of the suspension tube 24 serves the same purpose. The chamfer 58 provides space here to enable the outer side of the weld 68 to run naturally despite the restricted construction and, of course, also serves to ensure that the flat iron bar 63 finds its way better onto the groove base 56. As seen in the vertical direction, the convexity 65 is at a distance of 10 mm from the flat and horizontal underside 71, with the result that the upper side 59 is at a distance of 3 mm from the underside 71 and thus that the suspension tube 24 itself never rests on it.According to Fig. 2, the outer face 66 is at a horizontal distance of 25 mm from the leg 36, the 160 x 160 mm suspension tube thus being situated sufficiently far to the left in Fig. 2 for a favourable effect in terms of forces and moments. The convexity 65 can also be omitted in favour of a flat surface.

A flat steel bar 72 is 16 mm thick and 40 mm high and is 60 mm long, thus protruding on both sides beyond the leg 36, and is attached to the latter by welds 73 (Fig. 3). It is subjected to a horizontal compressive load. Its thickness is chosen such that the outer face 66 extends vertically when a vertical web 74 of an angle 76 lies between it and 72. The other web 77 of the angle 76 fits virtually without play between the upper side 78 of the suspension tube 24 and the underside 79 of the web 34. At all events, the play is so small that the convexity 65 never jumps over the upper side 59 during the operation of the lorry 18. The rigidity of the construction in the vertical direction also contributes to this.The only proviso is that the play must be great enough with the suspension tube 24 installed for the angle 76 to pushed in subsequently into the gap between 78 and 79 and 66 and 72. The angle 76 is made of UST 37-2, DIN 1028 with the dimensions 65x65x9x80. An identical angle 81 fits over the right-hand top corner region 82 of the suspension tube 24 in a similar manner and accordingly rests with its web 83 between 78 and 79, without however touching 77. With the exception of the crescent-shaped region 84, 86, contact is over the full area and the pressure per area unit is accordingly small.

The left-hand top corner 87 is situated before the beginning of the quadrant 88 in the bend between 34 and 36, with the result that to this extent also a close contact is guaranteed. On the inside, the vertical web 89 of the angle 81 rests against the front outer face 91 of the suspension tube 24. A rotationally symmetrical thrust piece 93 rests by its flat end face 94 on the outer face 92 of the web 89. Its geometrical centre axis 96 lies below the crescent-shaped region 86 and thus does not exert any tilting moment on the angle 91. On the right-hand side, the thrust piece 93 has a cup into which a threaded shank 97 of a bolt 98 rests loosely and in a freely rotatable manner with a small amount of play, the hexagonal head 99 of the said bolt projecting out to the right. Provided to the left of the said head is a locknut 101 and to the left of this, in turn, a nut 102.

Although it is not welded on, it is nevertheless seated nonrotatably in a rigid steel housing 103 of essentially U-shaped cross-section. It is bent from a flat, approximately trapezoidal blank of high-strength steel, is 6 mm thick and has two congruent side walls 104, 106 which are flat and each have a bevel 107 towards the bottom and the rear. The clear distance between them is such that they fit closely round the leg 34 and are each rigidly attached to the latter by a weld 108. According to Fig. 5, each side wall 104, 106 here extends only as far as half the thickness of 34. The rectangular front wall 109 is seated in the same manner in front of the right-hand end face of 34 and is there fixed by a weld 111.A small piece of flat steel bar 112 having the shape of a rectangular parallelepiped is welded to 34 from below in the housing 103 by a weld 113 and fits snugly into the space occupied by it. Two welds 114 connect the lower and outer edge regions of the flat steel bar 112 to the inner faces of the side walls 104, 106. A very rigid overall housing which transmits forces well is thus obtained. In accordance with Fig. 5, the distance of the underside 116 of the flat steel bar 112 from the outline of one face of the nut 102 is so small that it is virtually impossible to rotate the latter even if the hexagonal head 99 is turned with force. In the fully assembled state, 102 and 101 enclose the front wall 109 between them. The flat steel bar 112 is so short that it does not interfere with the thrust piece 93.

Since the flat iron bar 63 is there, welded to the suspension tube 24, 24 and 63 can be surface-treated, e.g. coated with zinc and/or painted, as a whole. The coat does not have to be removed again during subsequent production operations. It is also retained in operation.

All the other parts can also be completely surfacetreated before being assembled and this surface treatment can also be allowed to remain.

During assembly, the angles 76, 81 are initially not present. The corner 82 moves past the bevels 107 into the position indicated while the convexity 65 finds its seat by, for example, sliding via 59, 58, 57 and finally onto 56 (Fig. 11). During assembly, the thrust piece 93 is if possible removed and pushed back onto the threaded shank 97 before the angle 81 is inserted. The angle 76 can then be inserted too, both serving as shims. Angle 76 in particular prevents buckling inwards and outwards of the suspension tube 24 in the region covered by it: due to the moments and force conditions, the suspension tube 24 has the tendency to buckle inwards to the right of the flat steel bar 72 and to buckle outwards under the web 77. Whether it would in actual fact buckle outwards depends on how soft the suspension tube 24 is. The construction permits the use of even relatively soft suspension tubes, i.e. those which are made of thin material and/or material which is not of a very high grade.

After the tightening of the bolt 98, this and the associated construction must produce relatively small forces since this construction merely holds the suspension tube 24, the flat iron bar 63 and the angles 76, 81 in their prescribed position, in part positively and in part by friction. The principal forces occurring in operation are indicated by arrows 117. The person skilled in the art will be able to tell from the drawing where and why these occur.

In the second illustrative embodiment according to Figs. 14 and 15, the bracket plate 26 and the supporting plate 29 are present as before, if with appropriately different dimensions. Leg 34 is present as before, although not as part of any complete curved reinforcing piece 33 as in the first illustrative embodiment.

Provided here instead of leg 36, the flat steel bar 72 and the hook 44 is a one-piece shaped part 118, which can be forged and/or cast and is made of steel. According to Fig. 15, the shaped part 118 widens from its stem 119, which is as thick as 29 and is there welded on by means of a weld 121. The stem 119 widens symmetrically to the midplane with a radius 122, 123 and the shaped part 118 furthermore becomes wider from the top downwards, as Fig. 15 shows. Right at the top, it has the same thickness as 26 and, at the bottom, it is as wide as the hook 44, thus giving rise to a hook 124 here too.

Provided here in a manner equivalent to the flat steel bar 72 is a projection 126, against the right-hand front face of which the angle 76 fits snugly. The offset 127 provides the necessary clearance and freedom. Since the hook 124 has been produced in the manner mentioned above, it can be given the rounded portions 128, 129 and symmetrical outer bevels 131, 132.

In the third illustrative embodiment in accordance with Figs. 16 and 17, many of the parts from the first illustrative embodiment can be recognised. However, the bracket plate 26 is narrower as seen in the driving direction, with the result that the angle 81 projects beyond the bent portion 28. The bent portion 28 is also wider than in the first illustrative embodiment, with the result that there is space for a housing 133. Its side walls 134, 136, which are parallel to the driving direction are flat, extend vertically and are fixed to the bracket plate 26 by means of welds 173. The front wall 137 is flat and merges at right angles into the side walls 134, 136. However, its inner face 138 is inclined linearly to the bent portion 28 at a wedge angle, i.e. at a self-locking angle.Seated in the housing 133 is a linear wedge 139, which is not shown in Fig. 17 but rises higher than the housing 133 with its head 141, allowing it to be driven downwards. Its vertically downwardpointing flank 142 rests directly or indirectly against the bracket plate 26 and, below this, against the outer face 92 of the angle 81 as well. Its front flank 143 extends at a wedge angle corresponding to the inner face 138. If the linear wedge 139 is driven downwards, it has an effect equivalent to that of the thrust piece 93 together with bolt 98 and nut 102. However, since the lower edge 144 is sufficiently high, the suspension tube 24 can be inserted in a very simple manner from the right and does not have to be passed through. The lower edge 144 can also be provided at a somewhat lower level than that indicated.A securing device which prevents the linear wedge 139 from moving at the top, e.g. due to vibrations, is not shown. Cutter-type fastenings, bolt fastenings, a second wedging device or the like can be provided here.

The suspension tube 24 does not necessarily have to be a suspension tube of a liftgate. There are cases in which the liftgate is not needed continuously, e.g. two days in the week. In this case, easy exchange is possible: a suspension tube of identical dimensions is then provided, for example, on which, however, for example, an underride guard or some other desirable device is secured. Particularly in the case of the last illustrative embodiment, the exchange can easily be accomplished using a fork-lift truck since the hooking and unhooking operations can here be linear and no tilting movements, as in the first two illustrative embodiments, are necessary in addition.

The invention is also suitable for suspension tubes of circular cross-section. Structurally, all that is then necessary is adaptation work. The contours of the holder must then be rounder and the shims must be adapted to this shape. They can, for example, be provided integrally and, in the case of a circular cross-section, it may also be possible to weld the shims to the circular tube right from the outset.

Adaptation to different tube cross-sections can be accomplished in a self-evident way.

According to Figs. 18 and 19, a tube 146 is welded to the bent portion 28 of the bracket plate 26 and to the leg 34, in particular by means of the longer rectangle side 147 of said tube. The lower edge of the tube 146 ends above the upper side 79, allowing the upper, outer corner region of the angle 81 to extend freely - as seen from above- into the tube 146. The wedge 148 is again a linear wedge, which even when driven in, extends higher than the tube 146 and the front flank 149 of which in the driving direction is rectilinear and fits snugly against the inside of the front rectangle side 151 over a large area and for a relatively long distance. Its rear flank 152 is inclined in accordance with a self-locking wedge angle and can thus press the angle 81 against the suspension tube 24.Right at the top, the wedge 146 has a cross-section region 152 which fits into the tube 146 with only a little play, has guiding functions and is not wedge-shaped.

In the illustrative embodiment according to Fig. 20, the hook 152 is a forging of high-strength steel. Its bevels allow it to be removed from the forging die in a simple manner. The flat iron bar 153 now has flat end faces 154. In operation, these adjust to the groove base of the hook 152. The housing 156 is a forging of high-strength steel. Self-locking nuts 158, e.g. of the Verbus-Ripp type, are provided on both sides of the front wall 157, preventing an unintentional rotation of the threaded shank 159. The side walls 161 are short as seen in the driving direction and become progressively shorter in the region of the lower rounded portion 162.

This is the region below the threaded shank 159. Provided approximately above the threaded shank 159 in each case is an upper rounded portion which widens the housing 156 towards the holder 164. In the view of Fig. 2, the rounded portions are congruent. They merge into one another in the vertical direction with a transitional length 166. The dimensioning is such that the distance 167 is smaller than the distance 168. This means that the suspension tube 24 can be brought into the position indicated by chain lines by, for example, placing it on the forks of a fork-lift truck and moving it upwards. Together with the hook 152, the flat iron bar 153 then forms a stop which can be found even with a fork-lift truck which does not operate very sensitively.

This stop indicates that, given further lifting movements of the fork-lift truck, the corner region 82 will find its way to the rounded portions 162, which form a slideon flank, can then only be moved upwards against the transitional length 166 and is then in turn moved by the upper rounded portions 163 into the space defined by the holder 164. The fork-lift truck then drives a short distance counter to the driving direction. The flat iron bar 153 then strikes against the bottom of the oblique rear wall 168 and, as it is lowered, slides in correctly positioned manner into the groove of the hook 152. In contrast to the illustrative embodiment according to Fig. 2, the suspension tube does not have to be tilted here. Purely translatory upward and downward and forward and backward movements are sufficient to bring the suspension tube into its position. This is welcome since it is of course difficult to see under the vehicle. The shims are then of course inserted and the wedge arrangement tightened. The webs 77 and 83 of the angles are of course thicker than the difference in height between the lower end face 154 and the upper side 169 of the hook 152. It can also be stated that the distance above the upper side 169 to the underside 171 is greater than the clear distance between the lower end face 154 and the upper side 78.

According to Figs. 21 and 22, the vehicle - which in this case, as in all other cases too - can be a motor vehicle or a trailer - has a member 178, which belongs to the main frame, and, on the said member, a member 179, which is the auxiliary frame. Secured on the member 178 in a customary manner is a spring bracket 181 which supports a symbolically indicated spring assembly 182 at one of its ends. In this illustrative embodiment, two bracket plates 183 and 184 are provided, accommodating the spring bracket 181 and any associated parts between them. Crosses 186 symbolically indicate fixing points, allowing the bracket plates 183, 184 to be fixed to the member 178 and/or 179. The bracket plates 173, 174 merge at the bottom into a horizontal, L-shaped beam 186.The latter is reinforced from inside by a counterwelded L-shaped section 186, more specifically in the region of a housing 186, which must of course be able to take up and transmit the wedge forces. In other respects, the connection with the previous illustrative embodiments is readily apparent.

According to Fig. 23, there is a bracket plate 172 with a front leg 173 and a rear leg 174. Between them there is a suitable holder 176 for the suspension tube 124, allowing the latter to be welded on on three sides as usual. To enable the same suspension tube 24 to be used as in the other illustrative embodiments, in the front, lower corner region of the rear leg 174 a recess 177 open at the edge is provided which accommodates the upper region of the flat iron bar 63, 153. If the recess 177 is not provided and the leg 174 is allowed to end there as a corner, a groove is provided in 63 or 153, in which groove 174 has sufficient room.

The invention permits an easy subsequent mounting of the suspension tube in the holder. This leads to numerous advantages. It is thus possible, for example, to remove the entire liftgate if, for example, it is only required for two days per week. Fitting and removal present no problem and can be accomplished very rapidly and safely. It also possible to mount different liftgates. The life of a liftgate is on average much longer than that of a vehicle. It then presents no difficulty to remove the liftgate. The suspension tube can also be used for other purposes; it is possible, for example, for an underride guard to be attached to it. Since the procedure involves only bolting, all parts and subassemblies can be surface-treated beforehand e.g. coated with zinc, painted or the like. All parts can be prefabricated independently. Repair of a liftgate can now take place in the absence of the vehicle. The liftgate can be easily replaced after accidents. If desired, however, it is possible to revert to the old welded structure without making the changes according to Fig. 23. Fewer errors can be made in assembly and the saving in assembly time is 50 to 70%.

Claims (64)

Patent claims:

1. Suspension device for fixing a suspension tube for a liftgate on a chassis frame at the rear of a vehicle, with two essentially identical suspension plates which are fixed to members of the chassis frame and are arranged parallel to one another, with a holder which is provided in the lower corner region of the suspension plates and engages at least partially around the suspension tube, more specifically with a leg at the rear in the driving direction and a transverse region arranged above the suspension tube, with connecting devices between outer faces of the suspension tube and opposite faces of the holder, a projection capable of bearing high loads being provided on the leg at the rear in the driving direction, said projection engaging under the lower corner region, at the rear in the driving direction, of the suspension tube, characterised by the following features a) the holder comprises a claw/insert connection, which can be released by raising in the direction of the transverse region.

b) This holder takes up the downward-directed forces and at least part of the torque which is caused by load and is directed away from the holder.

c) In the hooked-in state of the holder, there is a clearance between the suspension tube and the transverse region which is filled by a spacer device and this prevents release of the holder.

d) Provided on the suspension plate, at the front in the driving direction, is a locking device which is attached by one part-region to the suspension plate, and with its second part region presses the suspension tube against the leg, counter to the driving direction.

e) With the locking device released, the suspension tube can be introduced - if required by tilting - into the space which is bounded by the leg and the transverse region.

2. Device according to Claim 1, characterised in that the suspension tube is quadrilateral.

3. Device according to Claim 2, characterised in that the suspension tube is square.

4. Device according to Claim 1, characterised in that the suspension tube is polygonal.

5. Device according to Claim 4, characterised in that the suspension tube is hexagonal.

6. Device according to Claim 1, characterised in that the suspension tube is round.

7. Device according to Claim 6, characterised in that the suspension tube is circular.

8. Device according to Claim 1, characterised in that the outline of the holder essentially follows the outline of the suspension tube in its rearward- and upward-facing region.

9. Device according to Claim 1, characterised in that the claw is a rigid hook which has a flat recess open at the edge.

10. Device according to Claim 9, characterised in that the hook has approximately the shape of an L.

11. Device according to Claim 1, characterised in that the width of the claw is considerably greater than the thickness of the leg.

12. Device according to Claim 11, characterised in that the claw has essentially the same cross-section in its longitudinal dimension.

13. Device according to Claim 1, characterised in that the insert fits into the claw essentially without play in the driving direction and counter to the driving direction.

14. Device according to Claim 13, characterised in that the length of the insert is not significantly less than the width of the claw.

15. Device according to Claim 14, characterised in that the length of the insert is greater than the width of the claw.

16. Device according to Claim 15, characterised in that the length of the insert is 20% to 400% greater than the width of the claw.

17. Device according one or more of the preceding claims, characterised in that the claw and/or the insert is/are essentially solid and made of steel, preferably weldable steel.

18. Device according to Claim 1, characterised in that the insert is a flat iron bar.

19. Device according to Claim 1, characterised in that the~ claw is fixed to the suspension tube and the insert is fixed to the leg.

20. Device according to Claim 1, characterised in that the claw is fixed to the leg and the insert is fixed to the suspension tube.

21. Device according to Claim 1, characterised in that the spacer device is a shim arrangement, which can be secured at least partially against displacement by the locking device.

22. Device according to Claim 21, characterised in that the securing force is essentially the frictional force.

23. Device according to Claim 21, characterised in that the shim arrangement is matched at least partially at its inner face to the outer face of the suspension tube.

24. Device according to Claim 21, characterised in that in the case of rectangular suspension tubes, the shim arrangement comprises at least one L-shaped profile.

25. Device according to Claim 24, characterised in that two L-shaped profiles cover the two top corner regions of the suspension tube.

26. Device according to Claim 21, characterised in that the locking device acts on a region of the shim arrangement which faces in the driving direction.

27. Device according to Claim 24 and 26, characterised in that this is the outer face of the vertical leg of the L-shaped profile.

28. Device according to Claim 21, characterised in that, on its inner side, the shim arrangement has bearing faces for the suspension tube.

29. Device according to Claim 21, characterised in that the shim arrangement is rigid.

30. Device according to Claim 1, characterised in that the locking device is a wedge device.

31. Device according to Claim 30, characterised in that the wedge device is a linear-wedge device.

32. Device according to Claim 30, characterised in that the wedge device is a spiral-wedge device.

33. Device according to Claim 30, characterised in that the wedge device is a bolt/nut device.

34. Device according to Claim 31, characterised in that the linear-wedge device comprises a wedge, one flank of which presses at least indirectly on the suspension tube.

35. Device according to Claim 34, characterised in that it is its straight flank at the rear in the driving direction.

36. Device according to Claim 31 or 34, characterised in that the wedge device comprises a housing of U-shaped cross-section which guides the wedge.

37. Device according to Claim 34, characterised in that the wedge is arranged vertically.

38. Device according to Claim 37, characterised in that the wedge can be driven from above.

39. Device according to Claim 37, characterised in that it can be driven from below.

40. Device according to Claim 37, characterised in that it can be driven from the side.

41. Device according to Claim 1, characterised in that the locking device has a position-securing device for the working position of the locking device.

42. Device according to Claim 33, characterised in that a removable thrust piece is seated on the end of the shank of the bolt.

43. Device according to Claim 33, characterised in that a rigid bearing bracket is traversed by the shank.

44. Device according to Claim 43, characterised in that, towards the leg, the bearing bracket has a bevel.

45. Device according to Claim 43, characterised in that the bearing bracket is at least predominantly a U-shaped profile.

46. Device according to Claim 44, characterised in that the bearing bracket holds a nut, preferably loosely.

47. Device according to Claim 42, characterised in that a locknut is seated on the shank.

48. Device according to Claim 1, characterised in that the suspension device optionally carries some other accessory differing from the liftgate.

49. Device according to Claim 48, characterised in that the accessory is a rear underride guard.

50. Device according to Claim 34, characterised in that it is its inclined flank at the rear in the driving direction and in that its housing is a tube.

51. Device according to Claim 50, characterised in that the tube has essentially the same cross-section in its longitudinal extension.

52. Device according to Claim 51, characterised in that the tube is a rectangular tube.

53. Device according to Claim 31, characterised in that the linear-wedge device comprises a wedge part and a shim part.

54. Device according to Claim 1, characterised in that the clear distance - as seen from below - between the claw and the locking device is greater than the clear width of the insert plus the suspension tube.

55. Device according to Claim 1, characterised in that the clear distance - as seen from the rear and without shims - between the effective upper side of the claw and the upper edge of the holder is greater than the clear height of the insert plus the suspension tube.

56. Device according to Claim 36, characterised in that the housing has a bevel towards the holder.

57. Device according to Claim 56, characterised in that, at least on the inside, at the bottom of the housing, the bevel has a rounded guide portion for the suspension tube (Fig. 18).

58. Device according to Claim 1, characterised in that at least some of the parts in the region of the holder are made of aluminium.

59. Device according to Claim 58, characterised in that the parts are made of wrought aluminium.

60. Device according to Claim 1, characterised in that each of the suspension plates has two part-plates which are at a horizontal distance from one another such that there is space for at least one spring bracket between them with the suspension tube arranged essentially below the spring bracket (Fig. 19).

61. Device according to Claim 1, characterized in that, when the suspension tube is used in welded cons ructions, a recess is provided for the insert in the leg of the welded construction, said insert projecting beyond the periphery of the suspension tube.

62. Method for providing a vehicle with a suspension device according to one or more of the preceding claims, characterised in that the individual subassemblies, such as suspension plates, suspension tube, ars surfacetreated as fabricated units after welding, the essentially ready surface-treated suspension plates are then mounted on the vehicle and the essentially ready surfaca-treated suspension tube is then fixed in the holder using the wedge device.

63. A suspension device for a liftgate or the like including a holder for a suspension tube for a liftgate or the like and a rapid-action device for retaining the suspension tube in said holder.

64. Any one of the suspension devices for liftgates substantially as hereinbefore described with reference to the accompanying drawings.