JPH01182105A - Vehicle rear suspension unit - Google Patents
Vehicle rear suspension unitInfo
- Publication number
- JPH01182105A JPH01182105A JP247388A JP247388A JPH01182105A JP H01182105 A JPH01182105 A JP H01182105A JP 247388 A JP247388 A JP 247388A JP 247388 A JP247388 A JP 247388A JP H01182105 A JPH01182105 A JP H01182105A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- wheel
- wheel support
- leaf spring
- links
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 13
- 238000006243 chemical reaction Methods 0.000 abstract description 2
- 230000001105 regulatory effect Effects 0.000 abstract description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 230000003139 buffering effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000013013 elastic material Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 229910052751 metal Inorganic materials 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 230000000452 restraining effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 239000003381 stabilizer Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
- B60G11/04—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only arranged substantially parallel to the longitudinal axis of the vehicle
-
- 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
- B60G2202/11—Leaf spring
- B60G2202/112—Leaf spring longitudinally arranged
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/40—Constructional features of dampers and/or springs
- B60G2206/42—Springs
- B60G2206/428—Leaf springs
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野］
本発明は、後輪からの振動及び衝撃を吸収する緩衝材と
してリーフスプリングを用いた車両のリヤサスペンショ
ン装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a rear suspension device for a vehicle that uses a leaf spring as a buffer material to absorb vibrations and shocks from rear wheels.
車両のリヤサスペンションとして、リーフスプリングを
用いる方式が従来から知られており、この方式は、車両
の左右側にそれぞれ配置された前後方向に延びるリーフ
スプリングの一端が車体に装着され、他端が車体に回動
自在に装着されており、両リーフスプリングの中央部間
に跨がってアクスルが支持されている。この方式はリー
フスプリングが高さをとらない利点を有しているが、走
行中の車両のローリングに対する剛性が不足している問
題があった。A system that uses leaf springs as a rear suspension for vehicles has been known for a long time. In this system, one end of the leaf springs extending in the longitudinal direction, which are placed on the left and right sides of the vehicle, is attached to the vehicle body, and the other end is attached to the vehicle body. The axle is rotatably mounted on the leaf spring, and the axle is supported across the center of both leaf springs. Although this system has the advantage that the leaf spring does not take up much height, it has the problem of insufficient rigidity against rolling of the vehicle while it is running.
この問題を解決するために、例えば実開昭６０−５５５
０５号公報に開示されているように、スタビライザを設
けることでロール剛性を高めるようにしたサスペンショ
ン装置があった。この構造を有するサスペンション装置
を第１３図に基づいて説明する。このサスペンション装
置１０１は、車両の左右側にそれぞれ配置された前後方
向に延びる一対のリーフスプリング１０２．１０３の中
央部間に跨がってアクスル１０４が支持されている。両
リーフスプリング１０２．１０３の両端に筒状の取付部
１０５．１０５ａが形成され、車両前方側の取付部１０
５はブツシュ１０６、ボルト１０７を介して車体フレー
ムに回動可能に装着され、また車両後方側の取付部１０
５ａはシャンクル１０８．１０９の下端にシャックルピ
ン１１１を介して回動可能に装着され、シャンクル１０
８．１０９の上端部はシャンクルピン１１２を介して車
体フレームに回動可能に装着されている。In order to solve this problem, for example,
As disclosed in Japanese Patent No. 05, there was a suspension device that increased roll rigidity by providing a stabilizer. A suspension device having this structure will be explained based on FIG. 13. In this suspension device 101, an axle 104 is supported across the center portions of a pair of leaf springs 102 and 103 extending in the front-rear direction and arranged on the left and right sides of the vehicle. Cylindrical attachment portions 105.105a are formed at both ends of both leaf springs 102.103, and attachment portions 10 on the front side of the vehicle are formed.
5 is rotatably attached to the vehicle body frame via a bush 106 and a bolt 107, and is attached to a mounting portion 10 on the rear side of the vehicle.
5a is rotatably attached to the lower end of the shank 108, 109 via a shackle pin 111, and
The upper end of 8.109 is rotatably attached to the vehicle body frame via a shank pin 112.
このような構成においては、走行中の路面の凹凸による
車輪の上下動、即ちバンブ及びリバウンドの際の車輪の
トーアウト傾向を生じるトー変化及びキャンバ変化をコ
ントロールすることができず、曲線路走行中にオーバー
ステア等の操向不安定を生じるという問題があった。In such a configuration, it is not possible to control the vertical movement of the wheels due to unevenness of the road surface while driving, that is, the toe change and camber change that cause the wheel to tend to toe out during bumps and rebounds. There was a problem in that steering instability such as oversteer occurred.
〔発明の目的］
本発明は以上のような問題に鑑み、軽量で４頬性が高く
、且つキャンバ変化及びトー変化をコントロールできる
リヤサスペンションを提供することを目的とする。[Object of the Invention] In view of the above-mentioned problems, it is an object of the present invention to provide a rear suspension that is lightweight, has high four-sidedness, and can control camber changes and toe changes.
本発明は、一対のリヤサスペンションを車両の左右に前
後方向に延びて配置し、それらの両端を車体フレームに
回動可能に装着して且つ中央部が横方向に変位可能とな
るように取付部又はリーフスプリング自体を構成し、車
輪を支持するホイールサポートをリーフスプリングに車
両の前後方向には移動できないように装着するとともに
、ホイールサポートを３木のラテラルリンクで支持する
ことを特徴とするものである。The present invention provides a mounting section in which a pair of rear suspensions are arranged to extend in the front-rear direction on the left and right sides of a vehicle, and both ends of the rear suspensions are rotatably attached to the vehicle body frame, and the central part is movable in the lateral direction. Alternatively, the leaf spring itself is configured, and a wheel support for supporting the wheels is attached to the leaf spring so as not to move in the longitudinal direction of the vehicle, and the wheel support is supported by three lateral links. be.
本発明の実施例を第１図乃至第１２図に基づいて説明す
る。Embodiments of the present invention will be described based on FIGS. 1 to 12.
第１図及び第２図において、後輪ｌを車体内方の３本の
ラテラルリンク２．３．４で支持しく支持構造は省略）
、３本のラテラルリンク２．３．４はロアリンク２．４
とアッパリンク３とから成り、ロアリンク４の内端は車
体フレーム５にブラケット６ａを介して回動自在に支持
され、ロアリンク２とアッパリンク３は同じくピン６ｂ
により回動自在に支持される。下方に位置するロアリン
ク２．４と上方に位置するアッパリンク３との間を貫通
してリーフスプリング７が車体の前後方向に配置されて
おり、リーフスプリング７の両端は筒状に巻回されて取
付部７ａ、７ｂが形成されており、その一方（車両前方
側）Ａの取付部７ａはブツシュ１１、ブラケット８を介
して車体フレームに回動可能に装着され、また他方（車
両後方側）Ｂの取付部７ｂはシャックル９の下端にシャ
ンクルピンを介して回動可能に装着され、ブツシュ１０
を介して車体フレームに回動可能に装着される。このリ
ーフスプリング７に、車輪を支持するホイールサポート
を結合し、上記ラテラルリンクの外端をホイールサポー
トに回動可能に装着するものであるが、その構成につい
ては後述する。この３本のラテラルリンクを用いたこと
により、車輪の姿勢はラテラルリンクのみにより規制さ
れることになり、バンプ時やリバウンド時及び車輪に横
力や前後力が作用したときの車輪のトー変化及びキャン
バ角変化を望ましい傾向に制御できる。(In Figures 1 and 2, the rear wheel l is supported by three lateral links 2.3.4 inside the vehicle body, and the support structure is omitted.)
, the three lateral links 2.3.4 are lower links 2.4
and an upper link 3, the inner end of the lower link 4 is rotatably supported by the vehicle body frame 5 via a bracket 6a, and the lower link 2 and upper link 3 are also supported by a pin 6b.
It is rotatably supported by. A leaf spring 7 is disposed in the longitudinal direction of the vehicle body, penetrating between the lower link 2.4 located below and the upper link 3 located above, and both ends of the leaf spring 7 are wound into a cylindrical shape. Mounting portions 7a and 7b are formed, one of which (on the front side of the vehicle) is rotatably attached to the vehicle body frame via a bushing 11 and a bracket 8, and the other (on the rear side of the vehicle) is rotatably attached to the vehicle body frame. The mounting part 7b of B is rotatably attached to the lower end of the shackle 9 via a shank pin, and the bushing 10
It is rotatably attached to the vehicle body frame via. A wheel support for supporting a wheel is coupled to the leaf spring 7, and the outer end of the lateral link is rotatably attached to the wheel support, the configuration of which will be described later. By using these three lateral links, the posture of the wheel is regulated only by the lateral links, and the toe change of the wheel and when lateral force or longitudinal force is applied to the wheel during bumps, rebounds, etc. Changes in camber angle can be controlled to a desired tendency.
またリーフスプリングは緩衝機能と車両の前後方向の力
の伝達機能を有していれば良いから小型軽量に作ること
ができる。Furthermore, since the leaf spring only needs to have a buffering function and a function of transmitting force in the longitudinal direction of the vehicle, it can be made small and lightweight.
第３図及び第４図に車両前方側Ａの取付部７ａの一実施
例を示す。取付部７ａにはゴム等の弾性材から成るブツ
シュ１１とスリーブ１３が嵌装され、スリーブ１３には
ボルトが貫通されてブラケット８に装着される。ブツシ
ュ１１は、スリーブ１３の中心軸方向に２個の貫通孔１
２を有し、該貫通孔１２がスリーブ１３の中心軸に対し
て車両の前後方向に位置するように装着されており、取
付部７ａとスリーブ１３との距離が可変となるようにさ
れている。貫通孔１２の断面形状は略両端が膨らんだ長
円形を成しているが、この形状に限るものではなく、数
についても１個または２個以上の適当な数を定めてもよ
い。この構成により車両前方側Ａの取付部７ａは、スリ
ーブ１３の中心軸に対して直交する車両の前後方向に変
位可能となり、この方向の動きを吸収できるとともに、
スリーブ１３の軸方向である車両の横方向に変位可能と
なる。この横方向に変位可能な構成により、車両のハン
プ、リバウンド運動等に伴う３本のリンク２．３．４に
よる車両の姿勢制御に何ら拘束力を与えることが無く、
最適なキャンバ、トー変化の制御が得られる。FIGS. 3 and 4 show an embodiment of the mounting portion 7a on the front side A of the vehicle. A bush 11 and a sleeve 13 made of an elastic material such as rubber are fitted into the mounting portion 7a, and a bolt passes through the sleeve 13 and is mounted on the bracket 8. The bush 11 has two through holes 1 in the direction of the central axis of the sleeve 13.
2, and is mounted so that the through hole 12 is located in the longitudinal direction of the vehicle with respect to the central axis of the sleeve 13, so that the distance between the mounting portion 7a and the sleeve 13 is variable. . Although the cross-sectional shape of the through-hole 12 is substantially an ellipse with both ends swollen, the shape is not limited to this, and the number thereof may be set to an appropriate number of one or more. With this configuration, the mounting portion 7a on the vehicle front side A can be displaced in the longitudinal direction of the vehicle orthogonal to the central axis of the sleeve 13, and can absorb movement in this direction.
The sleeve 13 can be displaced in the axial direction of the vehicle, which is the lateral direction of the vehicle. This configuration that can be displaced in the lateral direction does not impose any restraining force on the vehicle attitude control by the three links 2.3.4 due to vehicle hump, rebound movements, etc.
Optimal control of camber and toe changes can be obtained.
第５図に車両後方側Ａの取付部７ａの他の実施例を示す
。この実施例においてはブラケット８の両腕８ａ、８ｂ
間の距離を大きくして取付部７ａの軸方向端と両腕８ａ
、８ｂとの距離１． 、５を大きくすることにより、取
付部７ａが車両横方向に変位して、この方向の動きを吸
収できる。FIG. 5 shows another embodiment of the mounting portion 7a on the rear side A of the vehicle. In this embodiment, both arms 8a and 8b of the bracket 8
The axial end of the attachment part 7a and both arms 8a by increasing the distance between them.
, 8b distance 1. , 5 are made larger, the mounting portion 7a is displaced in the lateral direction of the vehicle, and movement in this direction can be absorbed.
以上、車両前方側Ａの取付部７ａに７いてのみ述べたが
車両後方側Ｂの取付部７ｂも同様の構成をとるものであ
る。Although only the mounting portion 7a on the front side A of the vehicle has been described above, the mounting portion 7b on the rear side B of the vehicle also has a similar configuration.
第６図及び第７図にリーフスプリングの異なる形状を示
す。リーフスプリング７′は、その平面形が両端部で幅
が最小で、中央部で幅が最大となるように、且つ立面形
が両端部で厚さが最大で、中央部で厚さが最小となるよ
うにし、その長平方向に直角な任意の位置の断面積Ｓ、
〜Ｓ４が全て同面積となるようにＦＲＰ等で幅及び厚さ
の変化を滑らかに成形する。このリーフスプリング７′
は、第６図に点線で示すように長平方向に直角方向に変
形できるものでこの方向の動きを吸収できるものである
。Different shapes of leaf springs are shown in FIGS. 6 and 7. The leaf spring 7' has a planar shape with a minimum width at both ends and a maximum width at the center, and an vertical shape with a maximum thickness at both ends and a minimum thickness at the center. The cross-sectional area S at any position perpendicular to the long plane direction is
~Mold S4 with smooth changes in width and thickness using FRP or the like so that they all have the same area. This leaf spring 7'
is capable of deforming in a direction perpendicular to the longitudinal direction, as shown by the dotted line in FIG. 6, and can absorb movement in this direction.
第８図乃至第１２図にリーフスプリングとホイールサポ
ートとの結合構造の実施例を示す。FIGS. 8 to 12 show examples of a structure for connecting a leaf spring and a wheel support.
ここで、リーフスプリングとホイールサポートの結合構
造は、少なくともホイールサポートに作用する車両の前
後方向の力、並びに回転力をリーフスプリングに伝達す
ることが可能な構成であることが必要である。以下、こ
の部分の構造の実施例を示す。Here, the coupling structure between the leaf spring and the wheel support needs to be configured to be able to transmit at least the longitudinal force of the vehicle acting on the wheel support as well as the rotational force to the leaf spring. An example of the structure of this part will be shown below.
第８図において、車輪を支持するホイールサポート１４
は２本のアーム１４ａ、１４ｃを下方に、アーム１４ｂ
を上方に有しており、アッパリンク３の外端をアーム１
４ｂに、ロアリンク２．４の外端をアーム１４ａ、１４
ｃに回動自在に結合する。ホイールサポート１４の車両
内方側に取／＝を抽１５を突出させ、Ｕボルト１６とプ
レート１７により取付軸１５をリーフスプリング７の略
中央部に固定する。In FIG. 8, a wheel support 14 supporting the wheels is shown.
The two arms 14a and 14c are shown below, and the arm 14b is
The outer end of the upper link 3 is connected to the arm 1.
4b, connect the outer end of the lower link 2.4 to the arms 14a, 14.
It is rotatably connected to c. A bolt 15 is made to protrude from the inside of the vehicle of the wheel support 14, and the mounting shaft 15 is fixed to approximately the center of the leaf spring 7 using a U-bolt 16 and a plate 17.
第９１２Ｉにおいて、ホイールサポート１４’は上記ホ
イールサポート１４と同様のアーム１４’ａ〜１４’ｃ
を有し、ロアリンク２．４とアッパリンク３が回動自在
に結合される。ホイールサポート１４′の車両内方側に
ブラケット１８を突出形成し、ブラケット１８をボルト
１９によりリーフスプリング７に固定する。In No. 912I, the wheel support 14' has arms 14'a to 14'c similar to the wheel support 14 described above.
The lower link 2.4 and the upper link 3 are rotatably coupled. A bracket 18 is formed to protrude from the vehicle inner side of the wheel support 14', and the bracket 18 is fixed to the leaf spring 7 with a bolt 19.
第１０図において、ホイールサポート１４′のブラケッ
ト１８とクランプ２１とでリーフスプリング７を挟持し
、ボルト２０で締めつけて固定する。In FIG. 10, the leaf spring 7 is held between the bracket 18 of the wheel support 14' and the clamp 21, and is fixed by tightening with a bolt 20.
第１１図及び第１２図において、ホイールサポ−） １
４’のプラグ・ン）１８に貫通孔１８ａを設ける。Ｌ型
金具２３の脚部をボルト２４でリーフスプリング７に固
定し、また直立壁２３′に通孔２３ａを穿設し、直立壁
２３′でブラケット１８をパツキンを介して挟持し、通
孔２３ａとブラケット１８の貫通孔１８ａとを貫通する
ビン２２を挿入してホイールサポート１４′をリーフス
プリング７に結合する。ここで貫通孔１８ａの径をビン
２２の外径よりも大とし、ブラケット１８がビン２２の
軸まわりに回動可能とする。この構成により、リーフス
プリング７に対しホイールサポー１−１４ ’は、車両
の横方向に回動可能となり、３本のリンクによるキャン
バ−制御を許容することができる。In Figures 11 and 12, wheel support) 1
A through hole 18a is provided in the plug (4') 18. The legs of the L-shaped bracket 23 are fixed to the leaf spring 7 with bolts 24, and a through hole 23a is bored in the upright wall 23', and the bracket 18 is held between the upright wall 23' via a gasket. The wheel support 14' is coupled to the leaf spring 7 by inserting the pin 22 passing through the through hole 18a of the bracket 18. Here, the diameter of the through hole 18a is made larger than the outer diameter of the bottle 22, so that the bracket 18 can rotate around the axis of the bottle 22. With this configuration, the wheel support 1-14' can be rotated in the lateral direction of the vehicle with respect to the leaf spring 7, and camber control using the three links can be performed.
これらの結合手段は、全て制動時において制動力に対す
る反力を生しるに充分な強度を有する、即ち車両の前後
方向には強固に固定されているものである。All of these coupling means have sufficient strength to generate a reaction force against the braking force during braking, that is, they are firmly fixed in the longitudinal direction of the vehicle.
上述のとおり構成したから、本発明のリヤサスペンショ
ン装置を用いればサスペンションの横剛性を高めつ一軽
量化を図ることができ、トーコントロール及びキャンバ
コントロールの両方を行うことができ、しかもバンプ時
或いはリバウンド時のトレッド変化を抑制することがで
き、車両の重量軽減並びに原価低減を図ることができる
とともに、安定性の良い車を得ることができる。As configured as described above, by using the rear suspension device of the present invention, it is possible to increase the lateral rigidity of the suspension and reduce the weight, and it is possible to perform both toe control and camber control, and moreover, it is possible to perform both toe control and camber control. This makes it possible to suppress tread changes over time, reduce the weight and cost of the vehicle, and provide a highly stable vehicle.
第１図乃至第１２図は本発明の実施例を示すもので第１
図及び第２図は全体の概略図で、第１図は平面図、第２
図は立面図である。第３図、第４図はリーフスプリング
の取付部の要部拡大図で、第３図は正面図、第４図は一
部切欠側面図である。
第５図はリーフスプリングの取付部の異なる実施例を示
す拡大図、第６図はリーフスプリングの異なる形状の実
施例を示す拡大図、第７図は同じく斜視図である。第８
図、第９図はホイールサポートをリーフスプリングに固
定する構造の異なる実施例を示す斜視図、第１Ｏ図は同
じく他の実施例を示す側面図、第１１図は同じく他の実
施例を示す斜視図、第１２図は第１１図に示す実施例の
Ｙ、Ｙ線断面図である。第１３図は従来例を示す斜視図
である。
１−車輪、２．４−ロアリンク、３−アッパリンク、５
−車体フレーム、６ａ−・・ブラケット、７．７′ ・
リーフスプリング、７ａ−・取付部、８−ブラケット、
９− シャンクル、１０．１１−ブツシュ、１２−・貫
通孔、１３−スリーブ、１４．１４’−ホイールサポー
ト、１５−・取付部、１６−ｕボルト、１７．２１−・
プレート、１８−ブラケット、１８ａ−貫通孔、１９．
２０・・・ボルト、２２−ピン、 ２３−Ｌ型金具、２
４−ポルト。
第３図 第４図
第８図1 to 12 show embodiments of the present invention.
Figures 1 and 2 are overall schematic diagrams, with Figure 1 being a plan view and Figure 2 being a plan view.
The figure is an elevational view. FIGS. 3 and 4 are enlarged views of the main parts of the attachment portion of the leaf spring, with FIG. 3 being a front view and FIG. 4 being a partially cutaway side view. FIG. 5 is an enlarged view showing different embodiments of the mounting portion of the leaf spring, FIG. 6 is an enlarged view showing an embodiment of the leaf spring with a different shape, and FIG. 7 is a perspective view. 8th
9 is a perspective view showing a different embodiment of the structure for fixing the wheel support to the leaf spring, FIG. 1O is a side view showing another embodiment, and FIG. 11 is a perspective view showing another embodiment. 12 are cross-sectional views taken along the Y and Y lines of the embodiment shown in FIG. 11. FIG. 13 is a perspective view showing a conventional example. 1-Wheel, 2.4-Lower link, 3-Upper link, 5
-Vehicle frame, 6a-...Bracket, 7.7'・
Leaf spring, 7a-・mounting part, 8-bracket,
9- Shankle, 10.11-Button, 12-・Through hole, 13-Sleeve, 14.14'-Wheel support, 15-・Mounting part, 16-U bolt, 17.21-・
Plate, 18-bracket, 18a-through hole, 19.
20...Bolt, 22-Pin, 23-L type metal fitting, 2
4- Porto. Figure 3 Figure 4 Figure 8
Claims (1)
車体フレームに回動可能に装着されて且つ中央部が横方
向に変位可能とされた一対のリーフスプリングと、リー
フスプリングに車両の前後方向には移動できないように
装着されたホィールサポートと、ホィールサポートを支
持する３本のラテラルリンクとから成ることを特徴とす
る車両のリヤサスペンション装置。(1) A pair of leaf springs are arranged to extend in the front-rear direction on the left and right sides of the vehicle, both ends are rotatably attached to the vehicle body frame, and the center portion is movable in the lateral direction. A rear suspension device for a vehicle, comprising a wheel support mounted so as not to be movable in the longitudinal direction, and three lateral links supporting the wheel support.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP247388A JPH01182105A (en) | 1988-01-11 | 1988-01-11 | Vehicle rear suspension unit |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP247388A JPH01182105A (en) | 1988-01-11 | 1988-01-11 | Vehicle rear suspension unit |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH01182105A true JPH01182105A (en) | 1989-07-20 |
Family
ID=11530296
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP247388A Pending JPH01182105A (en) | 1988-01-11 | 1988-01-11 | Vehicle rear suspension unit |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01182105A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004055190B4 (en) * | 2004-05-12 | 2007-09-06 | Mitsubishi Denki K.K. | Fuel injection control device of an internal combustion engine |
| US7481443B2 (en) | 2005-05-05 | 2009-01-27 | Purdue Research Foundation | Vehicle with variable wheel camber |
| US7845666B2 (en) | 2006-03-06 | 2010-12-07 | Purdue Research Foundation | Swinging hub for adjusting wheel camber |
| WO2018233944A1 (en) * | 2017-06-23 | 2018-12-27 | Hendrickson Commercial Vehicle Systems Europe Gmbh | Spring leaf for a leaf spring |
-
1988
- 1988-01-11 JP JP247388A patent/JPH01182105A/en active Pending
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004055190B4 (en) * | 2004-05-12 | 2007-09-06 | Mitsubishi Denki K.K. | Fuel injection control device of an internal combustion engine |
| US7481443B2 (en) | 2005-05-05 | 2009-01-27 | Purdue Research Foundation | Vehicle with variable wheel camber |
| US7845666B2 (en) | 2006-03-06 | 2010-12-07 | Purdue Research Foundation | Swinging hub for adjusting wheel camber |
| WO2018233944A1 (en) * | 2017-06-23 | 2018-12-27 | Hendrickson Commercial Vehicle Systems Europe Gmbh | Spring leaf for a leaf spring |
| CN111433482A (en) * | 2017-06-23 | 2020-07-17 | 瀚瑞森商用车辆系统欧洲有限公司 | Spring plate for a leaf spring |
| CN111433482B (en) * | 2017-06-23 | 2022-06-21 | 瀚瑞森商用车辆系统欧洲有限公司 | Spring plate for a leaf spring |
| US11536341B2 (en) | 2017-06-23 | 2022-12-27 | Hendrickson Commercial Vehicle Systems Europe Gmbh | Spring leaf for a leaf spring |
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