WO2001072538A1 - Barre stabilisatrice, notamment pour un chassis de vehicule automobile - Google Patents

Barre stabilisatrice, notamment pour un chassis de vehicule automobile Download PDF

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Publication number
WO2001072538A1
WO2001072538A1 PCT/EP2001/003380 EP0103380W WO0172538A1 WO 2001072538 A1 WO2001072538 A1 WO 2001072538A1 EP 0103380 W EP0103380 W EP 0103380W WO 0172538 A1 WO0172538 A1 WO 0172538A1
Authority
WO
WIPO (PCT)
Prior art keywords
strut
profile
stabilizing
strut body
longitudinal direction
Prior art date
Application number
PCT/EP2001/003380
Other languages
German (de)
English (en)
Inventor
Konrad Huber
Hans Merkle
Hansjörg Schmieder
Original Assignee
Progress-Werk Oberkirch Ag
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Progress-Werk Oberkirch Ag filed Critical Progress-Werk Oberkirch Ag
Priority to AU54734/01A priority Critical patent/AU5473401A/en
Publication of WO2001072538A1 publication Critical patent/WO2001072538A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C7/00—Connecting-rods or like links pivoted at both ends; Construction of connecting-rod heads
    • F16C7/02—Constructions of connecting-rods with constant length
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/20—Links, e.g. track rods
    • 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
    • B60G2206/012—Hollow or tubular elements
    • 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
    • B60G2206/10—Constructional features of arms
    • B60G2206/11—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link
    • 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
    • B60G2206/10—Constructional features of arms
    • B60G2206/11—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link
    • B60G2206/111—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link of adjustable length
    • B60G2206/1112—Manually, for alignment purposes
    • 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
    • B60G2206/10—Constructional features of arms
    • B60G2206/16—Constructional features of arms the arm having a U profile and/or made of a plate
    • 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
    • B60G2206/10—Constructional features of arms
    • B60G2206/16—Constructional features of arms the arm having a U profile and/or made of a plate
    • B60G2206/162—Constructional features of arms the arm having a U profile and/or made of a plate with a plate closing the profile in the total or partial length of the arm
    • 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
    • B60G2206/70—Materials used in suspensions
    • B60G2206/72—Steel
    • B60G2206/722—Plates
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/05—Vehicle suspensions, e.g. bearings, pivots or connecting rods used therein
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/20—Land vehicles
    • F16C2326/24—Steering systems, e.g. steering rods or columns

Definitions

  • Stabilizing strut in particular for a chassis of a vehicle
  • the invention relates to a stabilizing strut, in particular for a chassis of a vehicle, in particular a Watt strut, with an elongated strut body which is designed as a profile.
  • Such a stabilizing strut is generally known for its use.
  • a special stabilizing strut that is used in some chassis of vehicles is the wattage strut.
  • the wattage strut is part of the wattage linkage, which is primarily used in rigid-axle vehicles to reduce lateral movements of the rigid axle.
  • a lever rotatably mounted in the middle is tial stored and guided on both sides by an equally long stabilizing strut or wattage strut attached to the car body. With this articulation, only an exact vertical movement of the guided lever is possible.
  • the invention is not limited to a wad strut.
  • the stabilizing struts known to date have an elongated strut body which is designed as a profile.
  • the strut body of the known stabilizing struts is formed in one piece in the longitudinal direction of the strut body.
  • the strut body of the known stabilizing struts is formed in two parts in the circumferential direction.
  • the profile of the known stabilizing struts is usually a circumferentially closed box profile, with a bottom section which is U-shaped in cross section, the open side of the U being closed with a cover plate which extends over the entire length of the strut body. Such a profile which is closed on all sides ensures the bending stiffness required for such a stabilizing strut.
  • Other known designs of stabilizing struts are pipes which are completely closed at all times.
  • a disadvantage of the known stabilizing struts is that they have a high weight due to their prescribed design, and, since the cover plate has to be welded or soldered to the base profile over the entire axial length, the manufacturing process is also time-consuming and material-consuming, and therefore costly.
  • Another disadvantage is that the surface technology in the interior of the stabilizing strut cannot be applied properly. For example, the inside of the closed profile cannot be painted, which increases the risk of corrosion.
  • the invention is therefore based on the object of developing a stabilizing strut and a method for producing the same of the type mentioned in such a way that the stabilizing strut is lighter in weight despite the guaranteed flexural rigidity, the manufacturing process can be carried out at less cost, and the surface technology can be used well on the inside.
  • the strut body is designed as a profile which is at least axially sectionally open on one side in cross section and is joined in the longitudinal direction from at least two profile parts which are partially overlapping in the longitudinal direction and are connected to one another in the overlap region.
  • a multi-part construction is accepted in the longitudinal direction of the strut body, but it has the advantage that bearing bushes arranged on the longitudinal ends of the assembled strut body can have non-parallel bearing axes.
  • This can be advantageous for structural reasons of the chassis in which the stabilizing strut is to be installed, because the given spatial conditions can be better exploited in this way. This is not easy to achieve with the conventional designs mentioned at the beginning. Due to the multi-part design of the strut body in the axial direction, the individual pro Join the fil parts with an angular offset to each other, which means that a not exactly stabilizing strut can be produced in this way.
  • the strut body is designed as a profile open on one side in the longitudinal direction, weight is saved compared to the known stabilizing struts and the closing of a box profile with a cover plate is avoided. In this way, the manufacture of the stabilizing strut is also less expensive.
  • the at least two-part overlapping design of the stabilizing strut in the longitudinal direction also contributes to increasing the bending stiffness of the open profile.
  • the profile parts can be joined with their respective open sides pointing in the same direction to the strut body, it is also preferred if the profile parts are joined with their respective open sides pointing in the opposite direction to the strut body.
  • a closed box profile is created in the overlap area of the profile parts, as a result of which the bending stiffness can be increased still further.
  • Figure 1 is a broken overall view of a stabilizing strut in plan view.
  • FIG. 2 shows a section of the stabilizing strut in FIG. 1 in a side view
  • Fig. 3 is a section along the line III-III in Fig. 1;
  • Fig. 4 is a section along the line IV-IV in Fig. 1;
  • FIG. 4a is a sectional illustration comparable to FIG. 4 according to an exemplary embodiment modified compared to FIG. 1;
  • FIG. 5 shows a sectional illustration comparable to FIG. 3 according to an exemplary embodiment modified compared to FIG. 1;
  • FIG. 6 shows a detail of a stabilizing strut according to a further exemplary embodiment in plan view
  • FIG. 7 shows a still further exemplary embodiment of a stabilizing strut in a top view
  • FIG. 8 shows a still further exemplary embodiment of a stabilizing strut in plan view; and 9 shows a section along the line IX-IX in FIG. 8.
  • the stabilizing strut 10 is used in a chassis of a vehicle as a wattage strut.
  • the stabilizing strut 10 has an elongated strut body 12 which is designed as a profile.
  • the strut body 12 is joined in the longitudinal direction of the strut body 12 from at least two profile parts 14 and 16, which are arranged in the longitudinal direction of the strut body 12 in an overlap region, partially overlapping one another, and connected to one another.
  • an axial end section 18 of the first profile part 14 is inserted into an axial end section 20 of the second profile part 16.
  • the axial end section 20 of the second profile part 16 is correspondingly shaped with an enlarged cross section.
  • the axial end section 18 of the first profile part 14 could also be shaped with a cross section that is reduced compared to the rest of the profile part 14.
  • the axial end section 18 and the axial end section 20 are integrally connected to one another via hole welds 22, 24 or via butt weld seams 23 and 25 and via a hole weld 26 and via a fillet weld 27 (cf. also FIG. 3).
  • the profile parts 14 and 16 are arranged in the longitudinal direction of the strut body 12 in a straight alignment to one another, the profile parts 14 and 16 due to the in Longitudinal multi-part design can also be joined to each other with an angular offset, so that in such a case the strut body 12 does not assume a straight, but a bent course.
  • the first profile part 14 has a bearing bush 28 with a bearing opening 29.
  • the second profile part 16 has at its end opposite the axial end section 20 a bearing bush 30 with a corresponding bearing opening, not shown.
  • the bearing bushes 28 and 30 can be integrally formed on the profile part 14 or 16 or welded as a piece of pipe.
  • Bearing axes 32 and 34 shown in FIG. 1 run parallel to one another in the exemplary embodiment shown, however, due to the multi-part design of the strut body 12 in the longitudinal direction, as described above, the bearing axes 32 and 34 cannot be parallel to one another by a corresponding angular offset of the profile parts 16 and 14 run if such a stabilizing strut is desired due to structural conditions of the vehicle, which can also be achieved with a straight alignment of the profile parts 14 and 16 if the bearing bushes 28 and 30 are not formed at right angles to the strut body 12 thereon.
  • the bearing bushes 28 and 30 can also consist of the same stamped parts, which are welded to the profile parts 14 and 16 accordingly or are connected to them in some other way.
  • the strut body 12 is shaped in cross section as a profile that is open on one side at least axially in sections along its longitudinal direction. As can be seen from FIGS. 3 and 4, the strut body 12 is essentially shaped as a U-profile, which has a base section 36 and two wall sections 38 and 40 running transversely thereto. As shown in FIGS. 1 and 2, perforations 39 and 41 are formed in the bottom section and in the wall sections 38 and 40, whereby a further reduction in weight is achieved, but the bending stiffness is not impaired.
  • the profile can also have different cross-sectional shapes and different cross-sectional sizes, for example widening or narrowing. In this way, the bending stiffness can be further improved by widening or contraction.
  • the strut body 12 is in cross-section, i.e. in the circumferential direction, axially in sections open on one side, with longitudinal edges 42 and 44 of the strut body 12, which represent free ends of the wall sections 38 and 40, axially sectionally connected to one another to form a closed profile.
  • the longitudinal edges 42 and 44 are designated by way of example for the profile part 16, it being understood as a matter of course that the profile part 14 also has such longitudinal edges.
  • the profile parts 14 and 16 are each formed in one piece.
  • the one-piece connection of the longitudinal edges 42 and 44 is by at least one, in the embodiment shown several Tabs 46 realized, which are integrally formed on at least one of the longitudinal edges 42 and 44, respectively.
  • a tab 46 and a tab 48 are integrally formed on both the longitudinal edge 42 and the longitudinal edge 44, the tabs 46 and 48 lying opposite one another and between the longitudinal edges 42 and 44 via a weld seam 50 or soldered seam or another connection method.
  • a plurality of such pairs of straps consisting of straps 46 and 48 are arranged so that the strut body 12 is a closed profile in the regions in which the straps 46 and 48 are present.
  • the pairs of tabs from the tabs 46 and 48 form webs extending transversely to the longitudinal direction of the strut body 12.
  • Such webs can also run obliquely to the longitudinal direction of the strut body 12, as will be described later with the aid of another exemplary embodiment.
  • FIGS. 1 to 4 shows a slightly modified exemplary embodiment compared to FIGS. 1 to 4, in which the at least one tab 46 'is integrally formed on the longitudinal edge 44' of the wall section 40 ', while the free end of the tab 46' with the opposite longitudinal edge 42 "is welded over a fillet weld 43 '.
  • the free end of the flap 46' slightly projects beyond the longitudinal edge 42 'on the side, as a result of which the fillet weld 43 * can be set in a simple manner.
  • the first profile part 14 and the second profile part 16 are each produced as stamped parts, the tabs 46 and 48 remaining on the longitudinal edges 42 and 44 due to the stamping process when stamping out from a plate-shaped blank.
  • the strut body 12 With an overall one-piece design of the strut body 12, it can thus be produced inexpensively from a single plate-shaped blank by punching, reshaping to form the profile and integrally connecting the tabs 46 and 48.
  • bearing bushings 28 and 30 can be integrally formed in one piece with the strut body 12 in the previously described punching process from the plate-shaped blank.
  • the stabilizing strut 10 in a method for producing the stabilizing strut 10, it can thus be formed from a plate-shaped blank into a profile by shaping the strut body 12 into a profile that is open on one side in the longitudinal direction, and the longitudinal edges 42 and 44 of which are at least axially in one piece to form a closed profile are connected, in the exemplary embodiment shown by means of the tabs 46 and 48, which, before being joined, are also bent into the corresponding position according to FIG. 4 in the forming process in which the U-profile is formed.
  • the tabs 46 and 48 are formed in the manufacturing process, as already mentioned, during punching on the plate-shaped blank by leaving material to stand.
  • the two profile parts 14 and 16 are overlapped with their axial end sections 18 and 20 after their completion, as shown in FIG. 1, and joined by the hole welds 22, 24 and 26 or the fillet weld 27.
  • the profile parts 14 and 16 are joined with their respective open side pointing in the same direction to the strut body 12, in FIG. 5 in a modified exemplary embodiment the profile part 14 'and the profile part 16' with their respective open side in opposite direction to the strut body 12 'added.
  • an axially closed profile of the strut body 12 ' is thus created.
  • the profile part 14 'and 16' are welded to one another here via butt joint seams 52 and 53, and the side hole welds 22 and 24 in FIG. 3 are shifted further downward in FIG. 5.
  • FIGS. 6 and 7 show modifications for the geometric arrangement and configuration of the tabs 46 and 48 in FIGS. 1 to 4.
  • FIG. 6 shows a tab arrangement comprising three tabs 54, 56 and 58, which together span a V.
  • the tab 54 is joined to the welds 60 and 62 with the tabs 56 and 58.
  • the same V-shaped arrangement can also be achieved if there were only two tabs, both of which are integrally formed on the longitudinal edge 44 ', point in the manner of a V in opposite directions obliquely to the longitudinal direction of the longitudinal edge 44' and accordingly with the opposite one Longitudinal edge 42 'are welded.
  • the tabs 56 and 58 can also be designed like the tab 54, as indicated by broken lines, so that overall a continuous zigzag arrangement of tabs is created and a high bending stiffness is achieved.
  • FIG. 7 shows a tab arrangement which is formed from arc-shaped tabs 64, 66 and 68, each of the tabs 64, 66 and 68, as shown for tab 64, at two axially spaced locations on the same longitudinal edge 42 "
  • the tabs 64, 66 and 68 are welded with their apexes 70 to the longitudinal edge 44 'on the opposite longitudinal edge 44'.
  • Neighboring tabs 64 and 66 or 64 and 68 are also welded together at points of contact 72 and 74, respectively.
  • FIGS. 8 and 9 finally show a further exemplary embodiment of a stabilizing strut 80 which differs from the previous exemplary embodiments. separates that its strut body 82 is substantially shaped as a triangular cross-section, which is closed at longitudinal edges 84 and 86 by directly connecting the longitudinal edges 84 and 86.
  • Such a profile can also be formed from a plate-shaped blank by a shaping process to form the triangular profile cross section, the longitudinal edges 84 and 86 then being connected to one another by a weld seam. In this way, a completely closed box profile is realized, which is in one piece or in one piece, and thus can be produced inexpensively and with little expenditure of time.
  • the profile can also be U-shaped in sections and deformed into the triangular cross section shown by only connecting the longitudinal edges 84 and 86 directly in sections.

Abstract

L'invention concerne une barre stabilisatrice (10), notamment pour un châssis de véhicule automobile, en particulier une barre Watt, qui présente un corps de barre allongé (12) réalisé sous forme de profilé. Le corps de barre (12) est réalisé sous forme de profilé ouvert d'un côté au moins axialement par segments dans la section et est assemblé dans le sens longitudinal à partir d'au moins deux parties de profilé (14, 16) disposées en chevauchement partiel l'une par rapport à l'autre dans le sens longitudinal et raccordées l'une à l'autre dans la zone de chevauchement.
PCT/EP2001/003380 2000-03-27 2001-03-24 Barre stabilisatrice, notamment pour un chassis de vehicule automobile WO2001072538A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU54734/01A AU5473401A (en) 2000-03-27 2001-03-24 Stabilising strut, especially for a vehicle chassis

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10014603.1 2000-03-27
DE10014603A DE10014603C2 (de) 2000-03-27 2000-03-27 Stabilisierungsstrebe für ein Fahrwerk eines Fahrzeugs

Publications (1)

Publication Number Publication Date
WO2001072538A1 true WO2001072538A1 (fr) 2001-10-04

Family

ID=7636162

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2001/003380 WO2001072538A1 (fr) 2000-03-27 2001-03-24 Barre stabilisatrice, notamment pour un chassis de vehicule automobile

Country Status (3)

Country Link
AU (1) AU5473401A (fr)
DE (1) DE10014603C2 (fr)
WO (1) WO2001072538A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10326858A1 (de) * 2003-06-14 2005-01-13 Daimlerchrysler Ag Wattstrebe
DE10359746B4 (de) * 2003-12-19 2007-03-22 Benteler Automobiltechnik Gmbh Montageträger für eine Instrumententafel
DE102008009875A1 (de) * 2008-02-19 2009-03-12 Zf Friedrichshafen Ag Stabilisatoranordnung mit einem Schwenkmotor
EP2631499B1 (fr) 2009-06-30 2015-04-15 TRW Automotive GmbH Articulation à billes
DE102009031289B4 (de) * 2009-06-30 2020-03-05 THK RHYTHM AUTOMOTIVE GmbH Stabilisatorstrebe
DE102019203832A1 (de) * 2019-03-20 2020-09-24 Audi Ag Radführungslenker für ein Fahrwerk eines Fahrzeugs, insbesondere eines Kraftfahrzeugs, sowie Fahrzeug, insbesondere Kraftfahrzeug

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3121348A (en) * 1961-11-28 1964-02-18 Paul J Reed Torque rod
US3869016A (en) * 1972-04-20 1975-03-04 Gen Motors Corp Rear axle suspensions for motor vehicles
US3969032A (en) * 1975-04-07 1976-07-13 Buffalo Brake Beam Company Rod splice
GB2165912A (en) * 1984-10-11 1986-04-23 Trico Pty Ltd Link
EP0579552A1 (fr) * 1992-07-15 1994-01-19 Valeo Systemes D'essuyage Bielle de liaison pour une timonerie d'entraînement d'un système d'essuie-glace de véhicule automobile
US6019383A (en) * 1998-01-28 2000-02-01 American Axle & Manufacturing, Inc. Suspension link assembly

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3914960C1 (fr) * 1988-07-12 1990-02-08 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De
DE4228336C2 (de) * 1992-08-26 1996-02-15 Caprano & Brunnhofer Langgestrecktes Hohlprofil aus thermoplastischem Kunststoff und Verfahren zur kontinuierlichen Herstellung eines langgestreckten Hohlprofils
DE19614469A1 (de) * 1995-07-27 1997-01-30 Univ Dresden Tech Profilbauart

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3121348A (en) * 1961-11-28 1964-02-18 Paul J Reed Torque rod
US3869016A (en) * 1972-04-20 1975-03-04 Gen Motors Corp Rear axle suspensions for motor vehicles
US3969032A (en) * 1975-04-07 1976-07-13 Buffalo Brake Beam Company Rod splice
GB2165912A (en) * 1984-10-11 1986-04-23 Trico Pty Ltd Link
EP0579552A1 (fr) * 1992-07-15 1994-01-19 Valeo Systemes D'essuyage Bielle de liaison pour une timonerie d'entraînement d'un système d'essuie-glace de véhicule automobile
US6019383A (en) * 1998-01-28 2000-02-01 American Axle & Manufacturing, Inc. Suspension link assembly

Also Published As

Publication number Publication date
DE10014603A1 (de) 2001-10-18
AU5473401A (en) 2001-10-08
DE10014603C2 (de) 2002-05-02

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