WO2004043716A1 - Essieu double - Google Patents

Essieu double Download PDF

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Publication number
WO2004043716A1
WO2004043716A1 PCT/EP2003/012442 EP0312442W WO2004043716A1 WO 2004043716 A1 WO2004043716 A1 WO 2004043716A1 EP 0312442 W EP0312442 W EP 0312442W WO 2004043716 A1 WO2004043716 A1 WO 2004043716A1
Authority
WO
WIPO (PCT)
Prior art keywords
handlebar
frame
double
axles
axle
Prior art date
Application number
PCT/EP2003/012442
Other languages
German (de)
English (en)
Inventor
Max Weiland
Original Assignee
Weiland, Iris
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 Weiland, Iris filed Critical Weiland, Iris
Priority to AU2003279370A priority Critical patent/AU2003279370A1/en
Publication of WO2004043716A1 publication Critical patent/WO2004043716A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G5/00—Resilient suspensions for a set of tandem wheels or axles having interrelated movements
    • B60G5/04—Resilient suspensions for a set of tandem wheels or axles having interrelated movements with two or more pivoted arms, the movements of which are resiliently interrelated, e.g. the arms being rigid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/033—Spring characteristics, e.g. mechanical springs and mechanical adjusting means characterised by regulating means acting on more than one spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/045—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on different axles on the same side of the vehicle, i.e. the left or the right side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/051—Trailing arm twist beam axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/185—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram the arms being essentially parallel to the longitudinal axis of the vehicle
    • 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
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/13—Independent suspensions with longitudinal arms only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/30—Rigid axle suspensions
    • 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
    • B60G2202/40—Type of actuator
    • B60G2202/41—Fluid actuator
    • B60G2202/413—Hydraulic actuator
    • 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
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
    • 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
    • B60G2204/421—Pivoted lever mechanisms for mounting suspension elements, e.g. Watt linkage
    • 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
    • B60G2204/62—Adjustable continuously, e.g. during driving
    • 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
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/81—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit
    • 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
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8302—Mechanical
    • 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
    • B60G2206/121—Constructional features of arms the arm having an H or X-shape
    • 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
    • B60G2206/20—Constructional features of semi-rigid axles, e.g. twist beam type axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/04—Trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/07—Off-road vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/38—Low or lowerable bed vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/40—Variable track or wheelbase vehicles

Definitions

  • the invention relates to a double-axle arrangement for a towed vehicle with two axles, each carrying at least one wheel and which can be given away together about a pendulum axis lying between them, and with a handlebar frame which can be given away about a horizontally running pivot axis lying in front of the axles in the direction of pull a main frame of the vehicle is mounted to ( adjust the relative height of the axles with respect to the main frame with a height adjustment device acting between the main frame and the swing axle.
  • the double-axle arrangement can be such an axle arrangement with which a towed vehicle is considered a single-axle trailer because the distance between the two axles in the direction of pull is not greater than one meter. However, this is not mandatory.
  • the double-axle arrangement can be provided once for each lane in a two-lane vehicle, which is the normal case. In this case, the axles of the double-axle arrangement each carry only one wheel or multiple wheel. However, it is equally possible to provide only a single double-axle arrangement, the axles having wheels or multiple wheels at their two ends which are assigned to the two tracks.
  • a coupled pendulum movement of the two axes about the pendulum axis is primarily provided to adapt the double-axis arrangement to uneven ground under the towed vehicle.
  • each axis can move upwards if the other axis makes a complementary movement downwards, so that the total movement of the two axes corresponds to a pivoting about the pendulum axis.
  • the axes do not have to move on circular paths with a fixed radius around the pendulum axis, nor does the position of the pendulum axis have to be completely fixed in relation to the main frame of the vehicle. Rather, it is crucial that a connecting line of the two axes during their coupled movement performs a rotational movement, the center of rotation of which is essentially stationary with respect to the main frame of the vehicle.
  • the invention relates to a double-axle arrangement for a towed vehicle, with which the main frame of the vehicle can be placed on the floor by raising the axles to such an extent that the wheels lift off the floor or in any case no longer carry the main frame alone.
  • the double-axle arrangement in which the main frame can be adjusted in height relative to the floor by different height settings of the axles supporting the wheels relative to the main frame.
  • axially adjustable axle assemblies including double axle assemblies, are known for the main frame of a towed vehicle.
  • These also include double-axle arrangements in which the axles are mounted on a handlebar frame which is mounted on the main frame of the vehicle so as to be pivotable about a horizontally extending pivot axis lying in front of the axles in the direction of pull.
  • a height adjustment device for adjusting the relative height of the axles relative to the main frame has a linear actuator which acts between the handlebar frame and the main frame in order to change the angular position of the handlebar frame with respect to the main frame. This automatically changes the height of the axes relative to the main frame.
  • the invention has for its object to show a double-axle arrangement of the type described in the introduction, in which the torque between the main frame and the handlebar frame is intercepted in a fundamentally different way when the towed vehicle is cornering, in order to deform the handlebar frame and offset the axles laterally to prevent the main frame of the vehicle.
  • a further handlebar frame which is pivotably mounted on the main frame of the vehicle about a horizontally extending pivot axis lying behind the axles in the pulling direction is.
  • One of the two axles is mounted on one handlebar frame and the other of the two axles is mounted on the other handlebar frame.
  • the axle mounted on the further handlebar frame being acted on in the direction of the curve radius due to the friction of its wheel or wheels on the ground relative to the main frame of the vehicle, ie away from the center of the curve and thus in the opposite direction to act on the other axle in this driving situation.
  • the problem of undesirable torques on the Handlebar frame doubled; on the other hand, due to the different directions of the torques, there is the possibility of compensating these torques by one another.
  • the two handlebar frames are connected to one another via a variable-length side guide element which supports lateral forces in the direction of the pendulum axis between the handlebar frames.
  • both pendulum frames of the double-axis arrangement pivot in a coupled movement about their respective pivot axes, the coupling being effected at least also via the lateral guide element.
  • the two handlebar frames on which the two axles are mounted are preferably of identical design in order to compensate forces which are as identical as possible between the two axles and the main frame of the towed vehicle.
  • axles are rigidly supported on the handlebar frame at least in the lateral direction.
  • the two axles are even rigidly mounted on the handlebar frame in order to achieve an overall simple structure.
  • the two handlebar frames of the double-axle arrangement according to the invention can be relatively torsionally soft between their pivot axes and the rigid axles.
  • the loads on each handlebar frame are reduced in a vehicle equipped with the double-axle arrangement according to the invention, because the loads are distributed over two handlebar frames and the mutual lateral support of the handlebar frames by the side guide element already supports the essential lateral forces on the axles when initiating cornering.
  • a relative torsional softness of the To a certain extent, the handlebar frame allows rigid axles, which have wheels in their two ends, to be adjusted to uneven floors that correspond to a slope in the transverse direction to the direction of pull of the vehicle.
  • both axles carry only one wheel or double wheel and a separate double-axle arrangement is provided for each lane for a multi-lane vehicle
  • the handlebar frames must be torsionally rigid due to the one-sided load due to the support of the wheels on only one end of the axles. In this case, however, the wheels can adapt to uneven floors anyway.
  • the side guide element can have a push frame mounted on one handlebar frame and a drawer mounted on the other handlebar frame and guided linearly in the push frame. The lateral forces are transferred between the drawer and the drawer frame.
  • the side guide element prefferably be formed from links which can only be pivoted about two pivot axes arranged at their ends.
  • the side guide element has at least two links articulated to one another about horizontal pivot axes. The variable angle between the handlebars allows the required length change of the side guide element.
  • the height adjustment device of the new double-axle arrangement can have at least one linear actuator acting between the main frame and a support element which is connected in an articulated manner to both handlebar frames.
  • the height adjustment device does not act directly on one or both handlebar frames, but rather on a support element which is articulated to both handlebar frames.
  • the support element can also be part of the side guide element.
  • Each linear actuator of the height adjustment device can support the support element rigidly or elastically with respect to the main frame.
  • the linear actuator can be an adjustable damped gas strut or a hydraulic cylinder.
  • the axes of the double-axle arrangement are designed as rigid axles, each of which carries wheels at their two ends, it is preferred if two linear actuators are provided which are spaced apart from one another in the direction of the pendulum axis, ie support the rigid axles in relation to the main frame in the region of both tracks. If a coupling member is provided between the support elements of each linear actuator and each of the two handlebar frames, which extends upwards from a joint on the support element to a joint on the handlebar frame, the linear actuator can be compared to the distance between the free ends of the handlebar frame and the main frame , ie the upper suspension point of the linear actuator, can be made relatively long, since the overall height available for it is extended by the coupling links.
  • Fig. 1 shows a schematic side view of a first embodiment of the
  • FIG. 2 shows parts of the double-axle arrangement according to FIG. 1 in a view from above.
  • FIG 3 shows a schematic side view of a second embodiment of the double-axle arrangement.
  • FIG. 4 shows parts of the double-axle arrangement according to FIG. 3 in a view from above.
  • Fig. 5 shows a schematic side view of a third embodiment of the
  • FIG. 6 shows a schematic side view of a fourth embodiment of the double-axle arrangement.
  • the double-axle arrangement 1 shown schematically in FIGS. 1 and 2 is intended for a towed vehicle, which as a whole is not shown.
  • 1 shows part of a main frame 2 of the vehicle, on which the double-axle arrangement 1 is mounted.
  • the double-axle arrangement 1 has two axles 3 and 4 lying one behind the other, each of which carries a wheel 5, 6 here. Wheels 5 and 6 also lie one behind the other and are assigned to the same track 7 of the vehicle.
  • the axles 3 and 4 are each rigidly mounted on a handlebar frame 8 and 9, respectively.
  • the handlebar frame 8 is viewed in a pulling direction 10 of the vehicle in front of the axes 3 and 4 pivotable about a horizontal pivot axis 11 on the main frame 11, while the handlebar frame 9 viewed in the pulling direction 10 behind the axes 3 and 4 is pivotable about a horizontal axis 12 is mounted on the main frame 2.
  • the handlebar frames 8 and 9 are connected to each other except by the main frame 2 by a side guide member 13.
  • the side guide element 13 is articulated on the handlebar frames 8 and 9 so as to be pivotable about a pivot axis 14 and 15, respectively.
  • the length of the side guide element 13 between the pivot axes 14 and 15 is variable. Neither the side guide element 13 nor its connection to the handlebar frames 8 and 9 have any further degrees of freedom.
  • the lateral guide element 13 thus supports lateral forces between the axes 3 and 4.
  • Such lateral forces occur, for example, when the main frame 2 is acted upon by a towing vehicle about a vertical axis of rotation when a cornering of the towed vehicle, resulting in opposing lateral forces on the axles 3 and 4 due to the adhesion of the wheels 5 and 6 to the ground on the one hand and the connection of the axles 3 and 4 to the main frame 2, mutually opposite handlebar frames 8 and 9 result on the other.
  • the lateral guide element 13 also serves as a support element 18, on which a linear actuator 19 of a height adjustment device 20 acts to adjust the relative height of the axes 3 and 4 relative to the main frame 2.
  • the linear actuator 19 is mounted on the main frame 2 and the support element 18 so as to be pivotable about horizontal pivot axes 20 and 21.
  • the oscillating movement of the axes 3 and 4 about the oscillating axis 23 allows the wheels 5 and 6 to compensate to a certain extent for uneven floors, so that they do not act fully on the main frame 2, even if the linear actuator is rigid, ie the distance between the pivot axes 21 and 22 is fixed.
  • the linear actuator 19 can also be adjustable in length against an elastic force.
  • the handlebar frames 8 and 9 can be made relatively light. However, they must be so torsionally rigid that they absorb the torsional moments exerted by wheels 5 and 6.
  • the specific design of the handlebar frames 8 and 9 is only indicated as in all the following figures.
  • the length of the handlebar frames 8 and 9 tends to be too short here compared to the other dimensions of the double-axle arrangement.
  • the proportions of the illustrated embodiments of the double-axis arrangement 1 are not necessarily realistic.
  • the axles 3 and 4 each carry wheels 5 and 6 at their two ends, so that only one double-axle arrangement 1 is provided for both lanes 7 of a two-lane vehicle.
  • Axes 3 and 4 are so-called rigid axles.
  • the basic structure of the double-axle arrangement 1 does not differ in this way from FIGS. 1 and 2. That is, the differences discussed below between the embodiment of the double-axis arrangement 1 according to FIGS. 1 and 2 and that according to FIGS. 3 and 4 are based on structural modifications. unless otherwise stated, are made for other reasons.
  • the support element 18 is here also part of the side guide element 13, but here the side guide element 13 does not include a push frame and no drawer but rather is constructed from three links 24 to 26 which can be pivoted relative to each other only about horizontal pivot axes 27 and 28, but otherwise have no degrees of freedom of movement.
  • the middle link 25 serves as the support element 18 for the linear actuators 19 of the height adjustment device 20.
  • the two outer links 24 and 26 also serve as coupling members 29 and 30, which are articulated to the support element 18 and from there up to the handlebar frame 8 and 9 extend to which they are also hinged. In this way, additional overall height for the linear actuators 19 is provided.
  • the axes 3 and 4 are separated from the pivot axes 14 and 15, but there is also a complete separation between the support element 18 for the height adjustment device 20 and the side guide element 13.
  • the side guide element 13 is here again in the form of a drawer 17 which engages in a push frame 16.
  • the support element 18, which is provided separately for each linear actuator 19, is articulated to the handlebar frames 8 and 9 via additional coupling members 29 and 30.
  • the side guide element 13 here has only two links 24 and 26, which are connected to one another in an articulated manner about the pivot axis 22 of the linear actuator 19. That is, this pivot axis 22 or its constructive implementation serves as a support element 18.
  • the links 24 and 26 serve as coupling members 29 and 30.
  • the axes 3 and 4 do not fall with the pivot axes 14 between the side guide element 13 and the handlebar frame 8 and 9 together, but also in this regard a concentration of the structure would be possible.
  • Main frame 12 swivel axis

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

L'invention concerne un essieu double (1) destiné à un véhicule tracté, composé de deux essieux (3, 4) portant respectivement au moins une roue (5, 6) et pouvant pivoter ensemble autour d'un axe pendulaire (23) situé entre les deux essieux, et d'un châssis directeur (8) logé sur un châssis principal (2) du véhicule de façon à pivoter autour d'un axe de pivotement (11) horizontal, situé en amont des essieux (3, 4) dans le sens de traction (10), de manière à régler la hauteur relative des essieux (3, 4) par rapport au châssis principal (2) à l'aide d'un dispositif de réglage de la hauteur (20) agissant entre le châssis principal (2) et l'axe pendulaire (23). L'essieu selon l'invention comporte un autre châssis directeur (9) logé sur le châssis principal (2) du véhicule de façon à pivoter autour d'un axe de pivotement (12) horizontal, situé en aval des essieux (3, 4) dans le sens de traction (10). L'essieu (3) est logé sur un châssis directeur (8) et l'autre essieu (4) est logé sur l'autre châssis directeur (9), et les deux châssis directeurs (8, 9) sont reliés par l'intermédiaire d'un élément de guidage latéral (13) de longueur variable, supportant des forces latérales dirigées vers l'axe pendulaire (23), entre les châssis directeurs (8, 9), et logé sur les deux châssis directeurs (8, 9) de façon à pivoter respectivement autour d'un axe de pivotement horizontal (14, 15).
PCT/EP2003/012442 2002-11-11 2003-11-07 Essieu double WO2004043716A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003279370A AU2003279370A1 (en) 2002-11-11 2003-11-07 Tandem axle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10253060.2 2002-11-11
DE10253060A DE10253060B4 (de) 2002-11-11 2002-11-11 Doppelachse

Publications (1)

Publication Number Publication Date
WO2004043716A1 true WO2004043716A1 (fr) 2004-05-27

Family

ID=32185648

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2003/012442 WO2004043716A1 (fr) 2002-11-11 2003-11-07 Essieu double

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Country Link
AU (1) AU2003279370A1 (fr)
DE (1) DE10253060B4 (fr)
WO (1) WO2004043716A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005039318A1 (de) * 2005-08-19 2007-02-22 Audi Ag Vorrichtung zum längenveränderlichen Verstellen eines Lenkers
JP2010052558A (ja) * 2008-08-28 2010-03-11 Clean Craft:Kk 自動車の懸架装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10347049A1 (de) * 2003-10-07 2005-05-04 Kienle Franz Xaver Fahrzeug
CN106427454B (zh) * 2016-11-07 2019-04-30 中国农业大学 自适应调平底盘

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2403833A (en) * 1945-12-10 1946-07-09 Spangler Daniel Herbert Suspension and load equalizing system for vehicles
US2774604A (en) * 1955-02-18 1956-12-18 Herbert A Rendel Trucks or other types of vehicles for moving heavy material having a vertically adjustable load carrying frame
US3740069A (en) * 1971-03-29 1973-06-19 Moog Industries Inc Vehicle tandem axle suspension system
US4371189A (en) * 1980-10-14 1983-02-01 Raidel John E Heavy vehicle suspension assembly with free floating springs and axle stabilizing torque rod
US4676523A (en) * 1985-09-26 1987-06-30 Rogers Ralph R Suspension system for a trailer or the like
US5222762A (en) * 1991-09-11 1993-06-29 Fernand Dion Double piano hinge vehicle suspension
EP1057665A1 (fr) * 1995-06-16 2000-12-06 ZF Lemförder Metallwaren AG Suspension d'essieu pour essieux rigides de véhicules

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1980041U (de) * 1965-02-03 1968-02-29 Hoesch Maschinenfabrik Ag Vielraedriges lastfahrzeug.

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2403833A (en) * 1945-12-10 1946-07-09 Spangler Daniel Herbert Suspension and load equalizing system for vehicles
US2774604A (en) * 1955-02-18 1956-12-18 Herbert A Rendel Trucks or other types of vehicles for moving heavy material having a vertically adjustable load carrying frame
US3740069A (en) * 1971-03-29 1973-06-19 Moog Industries Inc Vehicle tandem axle suspension system
US4371189A (en) * 1980-10-14 1983-02-01 Raidel John E Heavy vehicle suspension assembly with free floating springs and axle stabilizing torque rod
US4676523A (en) * 1985-09-26 1987-06-30 Rogers Ralph R Suspension system for a trailer or the like
US5222762A (en) * 1991-09-11 1993-06-29 Fernand Dion Double piano hinge vehicle suspension
EP1057665A1 (fr) * 1995-06-16 2000-12-06 ZF Lemförder Metallwaren AG Suspension d'essieu pour essieux rigides de véhicules

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005039318A1 (de) * 2005-08-19 2007-02-22 Audi Ag Vorrichtung zum längenveränderlichen Verstellen eines Lenkers
JP2010052558A (ja) * 2008-08-28 2010-03-11 Clean Craft:Kk 自動車の懸架装置

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Publication number Publication date
DE10253060A1 (de) 2004-05-27
AU2003279370A1 (en) 2004-06-03
DE10253060B4 (de) 2005-03-31

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