KR100507148B1 - Front suspension using vehicle frame - Google Patents
Front suspension using vehicle frame Download PDFInfo
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- KR100507148B1 KR100507148B1 KR10-2002-0043204A KR20020043204A KR100507148B1 KR 100507148 B1 KR100507148 B1 KR 100507148B1 KR 20020043204 A KR20020043204 A KR 20020043204A KR 100507148 B1 KR100507148 B1 KR 100507148B1
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- lower arm
- cross member
- vehicle
- members
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/001—Suspension arms, e.g. constructional features
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/15—Mounting of subframes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/418—Bearings, e.g. ball or roller bearings
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- 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
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Body Structure For Vehicles (AREA)
Abstract
본 발명은 차체프레임을 이용한 전륜 현가장치에 관한 것으로, 차체프레임을 이용해 로워아암을 장착시켜 노면 진동에 대한 반응속도를 감소해 N.V.H. 성능을 향상함과 더불어 현가장치에 의해 점유되는 공간을 줄여 엔진룸 내부의 공간을 확대시킬 수 있도록 함에 그 목적이 있다.The present invention relates to a front wheel suspension using a body frame, by mounting a lower arm using the body frame to reduce the reaction speed to the road surface vibration N.V.H. In addition to improving performance, the purpose is to reduce the space occupied by the suspension system to increase the space inside the engine compartment.
상기와 같은 목적을 달성하기 위한 본 발명은, 차체를 이루는 서브프레임의 좌·우측서브프레임멤버(3,4)에 차폭을 가로지르도록 고정·결합된 리어크로스멤버(2)에 간격을 두고 고정·결합된 프론트크로스멤버(1)부위에 로워아암(LC)이 결합되되, 이 로워아암(LC)은 좌·우측서브프레임멤버(3,4)에 결합되는 한 쌍의 결합단(5)이 외부에서 가해지는 외력에 대해 좌·우측서브프레임멤버(3,4)에 비틀림을 발생시키도록 각각 스플라인(3a,5a)을 형성해 결합되어진 것을 특징으로 한다. The present invention for achieving the above object is fixed at intervals to the rear cross member (2) fixed and coupled to cross the vehicle width to the left and right subframe members (3,4) of the subframe constituting the vehicle body. The lower arm LC is coupled to the combined front cross member 1, and the lower arm LC has a pair of coupling ends 5 coupled to the left and right subframe members 3 and 4. The splines 3a and 5a are formed to be coupled to the left and right subframe members 3 and 4, respectively, in order to generate a torsion with respect to an external force applied from the outside.
Description
본 발명은 차체프레임을 이용한 전륜 현가장치에 관한 것으로, 보다 상세하게는 노면에서 받는 충격을 완화하는 스프링을 사용하지 않고 차체프레임을 토션빔으로 이용해 엔진룸의 공간을 넓힐 수 있도록 된 차체프레임을 이용한 전륜 현가장치에 관한 것이다.The present invention relates to a front wheel suspension system using a body frame, and more particularly, using a body frame that can increase the space of the engine room by using the body frame as a torsion beam without using a spring to alleviate the impact received from the road surface. It relates to a front wheel suspension.
일반적으로 차량의 현가장치는 차축과 자체를 연결하여 주행중에 차축이 노면으로부터 받는 진동이나 충격을 차체에 직접적으로 전달되지 않도록 제어하여 차체와 화물의 손상을 방지하고 승차감을 좋게 만드는 장치로서 즉, 현가장치는 차체와 차륜사이에 존재하면서 이 2개의 강체를 하나 혹은 다수의 컨트롤 아암으로 연결하여 상하방향으로는 스프링과 쇽 업소오버에 의하여 지지되고, 기타 방향으로 높은 강성과 유연성을 적절히 조화시킴으로써, 차체와 차륜사이의 상대운동을 기계적으로 적절히 조화시켜 주행중 노면으로부터 받는 진동과 충격을 흡수하여 승차감과 선회 안정성을 향상시키는 장치이다.In general, the suspension of the vehicle is connected to the axle and itself to prevent the axle from being transmitted directly from the road surface while driving the vehicle to prevent damage to the body and cargo and improve ride comfort. The device is located between the body and the wheels, and the two bodies are connected by one or more control arms, supported by springs and shock absorbers in the up and down directions, and by appropriately combining high rigidity and flexibility in the other directions. It is a device that improves riding comfort and turning stability by absorbing vibrations and shocks received from the road surface while mechanically matching the relative movement between the wheel and the wheel.
이러한 현가장치중 전륜에 장착되는 맥퍼슨 타입 현가장치의 한 예는 도 1에 도시된 바와 같이, 차륜(W)이 장착된 너클(N)과 차체 사이에서 위로 구비된 어퍼콘트롤아암(UC)과, 이에 대향되도록 아래로 구비된 로워콘트롤아암(LC), 상기 너클(N)부위와 차체사이에 수직하게 구비되어 노면으로부터 가해지는 충격을 흡수하기 위해 섀시스프링(SP)이 구비된 쇽업소버(S)등으로 이루어지게 된다.An example of the McPherson type suspension device mounted on the front wheel of the suspension device is an upper control arm UC provided upward between the vehicle body and the knuckle N on which the wheel W is mounted, as shown in FIG. Lower control arm (LC) is provided to face down, and vertically provided between the knuckle (N) and the vehicle body shock absorber (S) is provided with a chassis spring (SP) to absorb the impact from the road surface And so on.
그러나, 이와 같은 맥퍼슨 타입의 현가장치는 외부에서 가해지는 외력에 대한 복원속도가 쇽업소버(S)가 있다 하여도 매우 빨라 상당히 민감하다는 근본적인 단점이 있게 되고 이로 인해, 상기 쇽업소버(S)와 섀시스프링(SP)의 설계시 최적의 반응속도를 조절하여 차량의 N.V.H. 성능 개선에 많은 어려움이 있게 된다.However, such a McPherson type suspension device has a fundamental disadvantage that the restoration speed with respect to the external force applied from the outside is very fast even if there is a shock absorber (S), and thus, the shock absorber (S) and the chassis NVH of the vehicle by adjusting the optimum reaction speed when designing the spring (SP) There are many difficulties in improving performance.
또한, 이와 같은 맥퍼슨 타입의 현가장치의 가장 큰 단점은 도 2에 도시된 바와 같이, 섀시스프링(SP)이 쇽업소버(S)를 감싸고 있고 이를 위한 설치 공간이 요구되어 엔진룸의 공간이 더욱 좁아지는 즉, 상기 현가장치의 장착 공간은 차륜(W)에 장착된 로워아암(LC)에서 차체패널(P)에 고정된 쇽업소버(S)에 의해 요구되는 필요간격(a)에 대해 쇽업소버(S)를 감싼 섀시스프링(SP)에 의해 요구되는 설치간격(b)이 반드시 요구되고 이로 인해, 상기 설치간격(b)을 수용하기 위해 차체패널(P)이 엔진룸 쪽으로 들어가 엔진룸공간을 더욱 좁게 만들어 엔진룸의 설계시 많은 어려움이 있게 된다.In addition, the biggest disadvantage of such a McPherson type suspension is that, as shown in Figure 2, the chassis spring (SP) surrounds the shock absorber (S) and the installation space is required for this space is further narrower That is, the mounting space of the suspension device is the shock absorber (S) with respect to the required interval (a) required by the shock absorber (S) fixed to the vehicle body panel (P) in the lower arm (LC) mounted on the wheel (W). The installation spacing (b) required by the chassis spring (SP) wrapped S) is necessarily required, so that the body panel (P) enters the engine compartment to accommodate the installation spacing (b) to further increase the engine room space. Narrowing up causes many difficulties in designing the engine room.
이에 본 발명은 상기와 같은 점을 감안하여 발명된 것으로, 차체프레임을 이용해 로워아암을 장착시켜 노면 진동에 대한 반응속도를 감소해 N.V.H. 성능을 향상함과 더불어 현가장치에 의해 점유되는 공간을 줄여 엔진룸 내부의 공간을 확대시킬 수 있도록 함에 그 목적이 있다. Therefore, the present invention was invented in view of the above, by mounting a lower arm using a body frame to reduce the reaction speed to the road surface vibration N.V.H. In addition to improving performance, the purpose is to reduce the space occupied by the suspension system to increase the space inside the engine compartment.
상기와 같은 목적을 달성하기 위한 본 발명은, 차륜의 너클부위와 차체패널에 고정된 쇽업소버와, 차폭을 가로지르는 리어크로스멤버와 프론트크로스멤버가 서로 간격을 두고 고정·결합된 좌·우측서브프레임멤버로 형성되어 차체 부분을 이루는 서브프레임 및 어퍼콘트롤아암과 간격을 두고 그 하부부위로 구비된 로워아암으로 이루어진 현가장치에 있어서, 외부에서 가해지는 외력에 대해 상기 좌·우측서브프레임멤버에 비틀림을 발생시키도록 좌·우측서브프레임멤버과 로워아암의 한 쌍의 결합단이 각각 스플라인결합되고, 상기 좌·우측서브프레임멤버와 프론트크로스멤버사이에 베어링이 개재되어진 것을 특징으로 한다.In order to achieve the above object, the present invention provides a shock absorber fixed to a knuckle portion of a wheel and a vehicle panel, and a left and right sub-section in which a rear cross member and a front cross member crossing the vehicle width are fixed and coupled at intervals from each other. A suspension device formed of a frame member and a lower arm provided at a lower portion thereof with a subframe spaced apart from an upper control arm forming a vehicle body portion, the suspension device being twisted to the left and right subframe members against external force applied from the outside. A pair of coupling ends of the left and right subframe members and the lower arm are splined to each other so as to generate a bearing, and a bearing is interposed between the left and right subframe members and the front cross member.
이하 본 발명의 실시예를 첨부된 예시도면을 참조로 상세히 설명한다.Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.
도 3은 본 발명에 따른 차체프레임을 이용한 현가장치의 개략적인 구성도를 도시한 것인바, 본 발명은 차체를 이루는 서브프레임의 좌·우측서브프레임멤버(3,4)에 차폭을 가로지르도록 고정·결합된 리어크로스멤버(2)에 간격을 두고 고정·결합된 프론트크로스멤버(1)부위에 로워아암(LC)이 결합되되, 상기 로워아암(LC)은 도 4에 도시된 바와 같이 상기 좌·우측서브프레임멤버(3,4)에 결합되는 한 쌍의 결합단(5)이 외부에서 가해지는 외력에 대해 좌·우측서브프레임멤버(3,4)에 비틀림을 발생시키도록 각각 스플라인(3a,5a)을 형성해 결합되어진다.Figure 3 is a schematic configuration diagram of a suspension device using a vehicle body frame according to the present invention, the present invention is to cross the vehicle width to the left and right sub-frame members (3, 4) of the sub-frame constituting the vehicle body The lower arm LC is coupled to the fixed and coupled front cross member 1 at intervals between the fixed and coupled rear cross members 2, and the lower arm LC is shown in FIG. 4. A pair of coupling ends 5 coupled to the left and right subframe members 3 and 4 respectively spline the left and right subframe members 3 and 4 to generate a torsional force against an external force applied from the outside. 3a, 5a) to form a bond.
또한, 상기 좌·우측서브프레임멤버(3,4)에 결합되는 프론트크로스멤버(1)에는 도 5에 도시된 바와 같이, 좌·우측서브프레임멤버(3,4)에 비틀림이 발생할 때 프론트크로스멤버(1)에 의해 저지되지 않도록 베어링(6)이 개재되어진다.In addition, the front cross member (1) coupled to the left and right subframe members (3,4), as shown in Figure 5, when the front and rear cross frame members (3,4) when torsion occurs The bearing 6 is interposed so as not to be blocked by the member 1.
그리고, 상기 로워아암(LC)이 결합된 차륜(W)의 너클부위에는 차체패널(P)에 고정·결합되는 쇽업소버(S)가 섀시스프링(SP)이 없이 장착되어진다. A shock absorber S fixed to and coupled to the vehicle body panel P is mounted on the knuckle portion of the wheel W to which the lower arm LC is coupled without the chassis spring SP.
이하 본 발명의 작동을 첨부된 도면을 참조로 상세히 설명한다.Hereinafter, the operation of the present invention will be described in detail with reference to the accompanying drawings.
본 발명은 후륜 현가장치에 사용되는 토션빔 타입을 토션바를 사용하지 않고 차체 프레임을 이용해 차량의 롤링시 비틀림을 발생하여 롤링을 제어하는 스테빌라이저기능을 함은 물론, 노면 충격에 대한 완충기능을 섀시스프링(SP)을 이용하지 않고 쇽업소버(S)와 차체프레임을 이용해 현가장치의 민감한 반응을 다소 저감시켜 차량의 N.V.H. 성능이 개선되도록 한 것이다.The present invention has a stabilizer function for controlling rolling by generating a torsion during rolling of a vehicle using a body frame without using a torsion bar for the torsion beam type used in the rear suspension, as well as a shock absorbing function for road shocks. Instead of using the spring (SP), the shock absorber (S) and the body frame are used to reduce the sensitive response of the suspension system. This is to improve performance.
즉, 차량의 주행 중 외부(노면)로부터 좌측 차륜(W)을 통해 외력이 가해지면 현가장치에 범프(Bump)가 발생되고 이에 따라, 상기 차륜(W)과 함께 서브프레임의 좌측서브프레임멤버(3)에 결합된 로워아암(LC)의 결합단(5)부위가 상기 차륜(W)부위와 함께 상승되고 이로 인해, 상기 로워아암(LC)의 결합단(5)이 서로 스플라인(3a,5a)결합된 좌측서브프레임멤버(3)를 비틀어 토션(Torsion)을 발생시켜주게 된다.That is, when an external force is applied through the left wheel W from the outside (road surface) during driving of the vehicle, a bump is generated in the suspension device, and thus, together with the wheel W, the left subframe member ( The coupling end 5 portion of the lower arm LC coupled to 3) is raised together with the wheel W portion, whereby the coupling end 5 of the lower arm LC splines 3a and 5a to each other. ) Torsion is generated by twisting the left subframe member 3 that is combined.
이와 같이, 범프시 가해지는 충격을 쇽업소버(S)에서 완충시키면서 상기 좌측서브프레임멤버(3)에서 발생된 비틀림이 복원되면서 섀시스프링(SP)의 복원 속도에 비해 상대적으로 더디게 노면 충격을 완충하게 된다.As such, while the shock applied to the bump is absorbed in the shock absorber S, the torsion generated in the left subframe member 3 is restored, and the road surface shock is relatively slower than the restoration speed of the chassis spring SP. do.
또한, 차량의 변화가 크게 발생되는 롤링시에도 차륜(W)의 변화에 따라 좌·우측서브프레임멤버(3,4)의 변화 차이에 따라 한 쪽에 즉, 상기 로워아암(LC)의 결합단(5)이 서로 스플라인(3a,5a)결합된 한 쪽 서브프레임멤버를 비틀어 큰 토션(Torsion)을 발생시켜주고 이에 따라, 상기 서브프레임멤버의 비틀림이 복원되면서 스테빌라이저와 동일하게 차량의 자세를 복원시켜주게 된다.In addition, even when rolling, in which the change of the vehicle is large, the coupling end of the lower arm LC is formed on one side according to the difference in the change of the left and right subframe members 3 and 4 according to the change of the wheel W. 5) twists one subframe member coupled to each other with splines 3a and 5a to generate a large torsion, thereby restoring the torsion of the vehicle in the same manner as the stabilizer while restoring the torsion of the subframe member. I will let you.
이때, 상기 로워아암(LC)에 결합된 서브프레임멤버(3,4)에서 발생되는 비틀림의 복원력은 노면으로부터 차륜에 가해지는 충격과 선회시 발생되는 롤링을 제어하게 될 때, 상기 서브프레임멤버(3,4)가 차체를 따라 길게 형성되어 있어 섀시스프링(SP)에 비해 작용 경로가 길기 때문에 반응시간이 상대적으로 느려 즉, 탄성 복구 가속이 느려 외부에서 가해지는 외력에 대한 반응시간이 느려 운전자에게 부드러운 승차감을 주게 된다.In this case, when the restoring force of the torsion generated in the subframe members 3 and 4 coupled to the lower arm LC controls the impact applied to the wheel from the road surface and the rolling generated during the turning, the subframe member ( 3,4) is formed along the car body, and the reaction time is relatively slow because the path of action is longer than that of the chassis spring (SP). That is, the response time to external force is slow because the acceleration of elastic recovery is slow. It gives a smooth ride.
한편, 본 발명의 현가장치는 도 6에 도시된 바와 같이 현가장치의 장착 공간이 차륜(W)에 장착된 로워아암(LC)에서 차체패널(P)에 고정된 쇽업소버(S)에 의해 요구되는 필요간격(a)만이 요구되고 즉, 상기 쇽업소버(S)를 감싼 섀시스프링(SP)이 없어 이에 따른 설치간격(b)이 필요치 않아 차체패널(P)을 쇽업소버(S)쪽으로 최대한 근접시킬 수 있는 패널간격(C')을 형성할 수 있어 결국, 엔진룸쪽으로 들어오는 차체패널(P)부분을 줄여 엔진룸공간을 더욱 넓게 만들 수 있게 된다.On the other hand, the suspension of the present invention is required by the shock absorber (S) fixed to the vehicle body panel (P) in the lower arm (LC), the mounting space of the suspension is mounted to the wheel (W) as shown in FIG. Only the required interval (a) is required, that is, there is no chassis spring (SP) wrapped around the shock absorber (S), so the installation gap (b) is not necessary accordingly, so that the body panel (P) is as close as possible to the shock absorber (S). The panel gap (C ') can be formed so that the body panel (P) portion entering the engine room can be reduced, thereby making the engine room more spacious.
이상 설명한 바와 같이 본 발명에 의하면, 현가장치를 이루는 로워아암이 차체를 이루는 서브프레임의 좌·우측서브프레임멤버에 비틀림을 발생시키도록 각각 스플라인을 매개로 결합되어져, 외부로부터 가해지는 외력에 대한 작용 경로가 길고 이로 인해 탄성 복구 가속이 느려 외력에 대한 반응시간도 느려 운전자에게 부드러운 승차감을 주는 효과가 있게 된다.As described above, according to the present invention, the lower arm constituting the suspension system is coupled to the left and right subframe members of the subframe constituting the vehicle body via splines, respectively, to act on external forces applied from the outside. The long path and the slow elastic recovery acceleration give the driver a smooth ride with a slow response time to external forces.
또한, 본 발명은 쇽업소버를 감싸는 섀시스프링을 사용하지 않고 차체를 이루는 서브프레임을 이용해 토션을 발생시키게 되므로 승차감 향상을 위한 섀시스프링의 설계 요인이 제거됨은 물론 현가장치의 장착공간을 줄여 이에 상응되는 공간을 엔진룸의 확대 공간으로 형성하게 되므로 엔진룸의 설계시 에도 상대적으로 많은 잇점을 갖는 효과가 있게 된다.In addition, the present invention generates a torsion using a subframe constituting the vehicle body without using the chassis spring surrounding the shock absorber, so that the design factor of the chassis spring for improving the riding comfort is eliminated, and the mounting space of the suspension device is correspondingly reduced. Since the space is formed as an enlarged space of the engine room, there is a relatively large advantage in the design of the engine room.
도 1은 종래에 따른 현가장치의 구성도1 is a block diagram of a conventional suspension device
도 2는 도 1에 따른 현가장치의 엔진룸 점유 상태도2 is an engine room occupancy state diagram of the suspension according to FIG.
도 3은 본 발명에 따른 차체프레임을 이용한 토션빔 타입 현가장치의 개략적인 구성도3 is a schematic configuration diagram of a torsion beam type suspension apparatus using a body frame according to the present invention;
도 4는 도 3의 A-A선 부분 단면도4 is a partial cross-sectional view taken along the line A-A of FIG.
도 5는 도 3의 B-B선 부분 단면도5 is a partial cross-sectional view taken along the line B-B of FIG.
도 6은 본 발명에 따른 현가장치의 엔진룸 점유 상태도6 is an engine room occupancy state diagram of the suspension according to the present invention;
<도면의 주요부분에 대한 부호의 설명><Description of the symbols for the main parts of the drawings>
1 : 프론트크로스멤버 2 : 리어크로스멤버1: Front cross member 2: Rear cross member
3 : 좌측서브프레임멤버 3a,5a : 스플라인3: Left subframe member 3a, 5a: Spline
4 : 우측서브프레임멤버 5 : 결합단4: Right sub frame member 5: Combined end
6 : 베어링6: bearing
LC : 로워콘트롤아암 UC : 어퍼콘트롤아암LC: Lower Control Arm UC: Upper Control Arm
N : 너클 P : 차체패널N: Knuckle P: Body Panel
S : 쇽업소버S: Shock absorber
SP : 섀시스프링 W : 차륜SP: Chassis Spring W: Wheel
Claims (2)
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KR10-2002-0043204A KR100507148B1 (en) | 2002-07-23 | 2002-07-23 | Front suspension using vehicle frame |
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KR10-2002-0043204A KR100507148B1 (en) | 2002-07-23 | 2002-07-23 | Front suspension using vehicle frame |
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KR20040009294A KR20040009294A (en) | 2004-01-31 |
KR100507148B1 true KR100507148B1 (en) | 2005-08-09 |
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Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR880012381A (en) * | 1987-04-13 | 1988-11-26 | 후루다 노리마사 | Front suspension structure of the vehicle |
JPH0471914A (en) * | 1990-07-11 | 1992-03-06 | Nissan Motor Co Ltd | Front suspension system |
JPH08175143A (en) * | 1994-12-26 | 1996-07-09 | Isuzu Motors Ltd | Vehicle body structure |
JP2001047824A (en) * | 1999-08-10 | 2001-02-20 | Mitsubishi Motors Corp | Rear suspension for vehicle |
-
2002
- 2002-07-23 KR KR10-2002-0043204A patent/KR100507148B1/en not_active IP Right Cessation
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR880012381A (en) * | 1987-04-13 | 1988-11-26 | 후루다 노리마사 | Front suspension structure of the vehicle |
JPH0471914A (en) * | 1990-07-11 | 1992-03-06 | Nissan Motor Co Ltd | Front suspension system |
JPH08175143A (en) * | 1994-12-26 | 1996-07-09 | Isuzu Motors Ltd | Vehicle body structure |
JP2001047824A (en) * | 1999-08-10 | 2001-02-20 | Mitsubishi Motors Corp | Rear suspension for vehicle |
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