WO2005000606A1 - Suspension - Google Patents

Suspension Download PDF

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Publication number
WO2005000606A1
WO2005000606A1 PCT/JP2004/009124 JP2004009124W WO2005000606A1 WO 2005000606 A1 WO2005000606 A1 WO 2005000606A1 JP 2004009124 W JP2004009124 W JP 2004009124W WO 2005000606 A1 WO2005000606 A1 WO 2005000606A1
Authority
WO
WIPO (PCT)
Prior art keywords
sliding
knuckle
vehicle
axis
suspension
Prior art date
Application number
PCT/JP2004/009124
Other languages
English (en)
Japanese (ja)
Inventor
Gaku Ogawa
Original Assignee
Bridgestone Corporation
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
Priority claimed from JP2003186736A external-priority patent/JP4236523B2/ja
Priority claimed from JP2003187002A external-priority patent/JP4301874B2/ja
Application filed by Bridgestone Corporation filed Critical Bridgestone Corporation
Publication of WO2005000606A1 publication Critical patent/WO2005000606A1/fr

Links

Classifications

    • 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
    • B60G21/007—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces means for adjusting the wheel inclination
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/01—Resilient suspensions for a single wheel the wheel being mounted for sliding movement, e.g. in or on a vertical guide
    • 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
    • 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
    • B60G2204/423—Rails, tubes, or the like, for guiding the movement of suspension elements
    • B60G2204/4232—Sliding mounts
    • 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
    • B60G2204/82—Interactive suspensions; arrangement affecting more than one suspension unit left and right unit on same 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
    • B60G2204/80—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
    • B60G2206/011—Modular constructions
    • B60G2206/0114—Independent suspensions on subframes

Definitions

  • the present invention relates to an improvement in a suspension, and more particularly, to a suspension capable of increasing a cornering force in a turning posture of a vehicle.
  • FIG. 1 (a) is a schematic diagram showing a suspension state of a vehicle having a sliding pillar in a straight running posture
  • FIG. 1 (b) is a schematic diagram showing a suspension state when the vehicle is in a turning posture.
  • the knuckles N of the left and right wheels Wl, W2 are respectively provided so as to reciprocate on a sliding pillar P fixed to the vehicle body B. Assuming that the camber angle of the left and right wheels Wl and W2 is adjusted to zero degrees while the vehicle is in the straight running posture, the tire T will touch the ground in a wide area in this state, so large driving * Can be secured.
  • Non-Patent Document 1 The Society of Automotive Engineers of Japan, "Automotive Technology Series 4 Technology to Improve Motor Performance", First Edition, Asakura Shoten Co., Ltd., October 1998, p. 96
  • the present invention has been made in view of such a problem, and at the time of straight running, the camber angle is substantially zero to ensure straight running performance, and at the time of turning, at least the outer wheels are set to be more negative. It is an object of the present invention to provide a low-cost suspension that can shift and improve turning performance.
  • ⁇ 1> is an automotive suspension including two left and right rear wheel sliding pillars attached to a vehicle body and left and right sliding rings connected to a knuckle and sliding on the sliding pillars.
  • a cross link consisting of a pair of links crossing each other as viewed from the front of the vehicle is provided, and the connection of the sliding ring to the knuckle is capable of swinging about a substantially horizontal basic axis on the knuckle, and Degrees of freedom, sliding pillars
  • the sliding of the knuckle is limited to only the swing of the knuckle, and both ends of each of the links are swingably connected to each of the knuckles around a fixed point on the knuckle in all directions.
  • the distance from the fixed point to the basic axis is larger than the distance from the lower fixed point.
  • ⁇ 2> are left and right sliding rings that are connected to the left and right two front wheel sliding pillars mounted on the vehicle body and the knuckle support that slidably supports the knuckle and slide on the sliding pillars.
  • a cross-link comprising a pair of links crossing each other as viewed from the front of the vehicle, and connecting the sliding ring to the knuckle support with a substantially horizontal basic structure on the knuckle support. Swingable about an axis, limiting the degree of freedom of the sliding ring to only the sliding with respect to the sliding pillar and the swinging with respect to the knuckle support,
  • Both ends of each link are connected to each of the knuckle supports so as to swing in all directions around a fixed point on the knuckle support, and at each knuckle support, the distance from the upper fixed point to the basic axis described above. Is larger than the distance from the lower fixed point.
  • ⁇ 3> refers to each knuckle in ⁇ 1> or ⁇ 2> when the upper end of the sliding pillar is inclined rearward of the vehicle from the lower end in the vehicle state described in the measurement conditions of JIS D 0302.
  • the upper fixing point on the knuckle support is located on the rear side of the vehicle in the front-rear relationship along the basic axis from the lower fixing point, and when the upper end of the sliding pillar is inclined forward of the vehicle from the lower end
  • the upper fixed point on the knuckle or the knuckle support is a suspension located on the front side of the vehicle in a front-rear relationship along the basic axis from the lower fixed point.
  • ⁇ 4> is an automobile suspension including two left and right sliding pillars for rear wheels attached to a vehicle body and left and right sliding rings connected to a knuckle and sliding on the sliding pillars.
  • a cross link consisting of a pair of links crossing each other as viewed from the front of the vehicle is provided, and the connection of the sliding ring to the knuckle is substantially horizontal on the knuckle.
  • the degree of freedom of the sliding ring is limited to only the sliding with respect to the sliding pillar, the swing with respect to the sliding pillar, and the swing with respect to the knuckle,
  • Both ends of each link are pivotally connected to each of the knuckles about an upper axis and a lower axis on the knuckle parallel to the basic axis, and at each knuckle, a distance from the upper axis to the basic axis. Is greater than the distance from the lower axis.
  • ⁇ 5> are left and right sliding rings attached to the vehicle body and two left and right sliding pillars for the front wheels and left and right sliding rings that are connected to the knuckle support that slidably supports the knuckles and slide on the sliding pillars.
  • a cross-link comprising a pair of links crossing each other as viewed from the front of the vehicle, and connecting the sliding ring to the knuckle support with a substantially horizontal basic structure on the knuckle support. Swinging around an axis, and limiting the degree of freedom of the sliding ring to only the sliding with respect to the sliding pillar, the swinging around the sliding pillar, and the swinging with respect to the knuckle support,
  • Both ends of each link are swingably connected to each of the knuckle supports about an upper axis and a lower axis on the knuckle support parallel to the basic axis.
  • This is a suspension in which the distance from the axis to the basic axis is greater than the distance from the lower axis.
  • the basic axis is provided so as to be inclined with respect to a horizontal plane in a vehicle state described in the measurement conditions of JIS D0302. Suspension.
  • the two sliding pillars are rigidly connected to form a pillar assembly according to ⁇ 1>- ⁇ 6>, and an elastic body is attached to the pillar assembly. Suspension attached to the vehicle body via
  • ⁇ 8> is a suspension according to any one of ⁇ 1> and ⁇ 7>, wherein the pair of links are connected via a shock absorber.
  • a sliding ring that slides on a sliding pillar is connected to a knuckle so as to be able to swing around a basic axis, and these knuckles are connected by a cross link.
  • the camber of the outer wheel which has a large load burden and controls the performance during turning, is made negative, and a turning force and a canvas last force are generated inside the turning, thereby increasing the cornering force.
  • FIG. 1 is a schematic view showing a conventional suspension having a sliding pillar when viewed from the front of a vehicle.
  • FIG. 2 is a schematic view showing a suspension according to the first embodiment of the present invention when viewed from the front, in a straight running posture of the vehicle.
  • FIG. 3 is a side view of a wheel corresponding to arrow A1-A1 in FIG.
  • FIG. 4 is a schematic diagram corresponding to FIG. 2 showing a lya suspension 1 of a vehicle in a turning posture.
  • FIG. 5 is a schematic diagram showing a suspension according to a second embodiment of the present invention as viewed from the front in a straight traveling posture of the vehicle.
  • FIG. 6 is a side view of the wheel corresponding to view A2-A2 in FIG. 5;
  • FIG. 7 is a schematic diagram showing a lya suspension of a vehicle in a turning posture corresponding to FIG.
  • Fig. 2 is a schematic diagram of the vehicle suspension in the posture described in the measurement conditions of JIS D 0302 when the front suspension is viewed from the front.
  • Fig. 3 is a side view of the wheel corresponding to the arrow A1-A1 in Fig. 2. It is a figure.
  • a slide assembly 4 composed of two left and right sliding pillars 2 rigidly connected by stays 3 and extending generally up and down is attached to the vehicle body B via a bush 8 which is an elastic body. It comprises an assembly 4, left and right sliding rings 5 sliding on the respective sliding pillars 2, and a cross link 6 comprising a pair of links 6 a and 6 b.
  • the sliding ring 5 is attached to the left and right knuckles Nl and N2 around the basic axis Ln.
  • the sliding pillar 2 is restricted in freedom except for the above-mentioned sliding, and the knuckles Nl and N2 are restricted in freedom except for this swing. Provided.
  • a pair of links 6a and 6b are arranged crossing each other when viewed from the front of the vehicle, and both ends thereof are respectively connected to left and right knuckles Nl and N2 and fixed points P and P on the knuckles Nl and N2. It is connected to the surrounding ab so that it can swing in all directions.
  • “connected in all directions so as to be swingable” means, for example, that one end of the link 6a is connected to the knuckle N1 at a fixed point P, and the link 6a is connected to all the straight lines passing through the fixed point P through aa. It can be realized by, for example, connecting these via a ball joint.
  • the fixed points P, P connecting the links 6a, 6b on each knuckle N1 or N2 are the distance d from the fixed point P on the upper ab side to the basic axis Ln d d Lower fixed point P Force Basic axis Ln Aab
  • the fixed points P, P and bab and the basic axis Ln are arranged on the same plane, and their distances are represented by d, d in FIG. Even if Ln is not on the same plane,
  • the basic axis Ln is provided so as to be inclined by an angle ⁇ with respect to the horizontal plane.
  • Gpillar 2 is installed at an angle ⁇ to the vertical plane for the purpose of anti-dive, etc.
  • the upper fixed point P is located before and after the lower fixed point P along the basic axis Ln.
  • the upper fixed point P is more basic than the lower fixed point P. It is provided on the front side of the vehicle in the front-rear relationship along the axis Ln.
  • the vehicle body B is elastically supported by the knuckles Nl and N2 by the spring (not shown), and the attitude of the knuckles Nl and N2 is guided by the action of the lya suspension 1.
  • FIG. 4 is a schematic diagram when the lya suspension 1 of the vehicle in the turning posture is viewed from the front.
  • the load on the outer ring side is larger than that on the inner ring side so as to balance the rotational moment due to centrifugal force.
  • the body B leans so that the outer ring side sinks. , Both become negative due to the action of the lya suspension 1, which will be described next.
  • Both right wheels Wl and W2 are shaped like "C", that is, camber shifts to negative.
  • C camber shifts to negative.
  • the camber adjusted to almost zero degree during straight running is shifted to the negative side at the time of cornering due to its mechanical configuration to increase the cornering force at the time of turning.
  • the negative camber in the straight-ahead posture is adjusted in advance with emphasis placed on increasing the cornering force rather than the straight-ahead performance.
  • This makes it possible to make adjustments to the calibrator with emphasis on straight-running performance such as steering stability and fuel efficiency while traveling straight, resulting in straight-running performance and turning. Both performance can be improved.
  • the Lya suspension 1 does not include a drive control mechanism such as a hydraulic pressure for independently controlling the camber angle, so that it can be realized at low cost.
  • the basic axis Ln that swingably connects the sliding ring 5 and the knuckles Nl and N2 is horizontal when the vehicle in the state described in the measurement conditions of JIS D 0302 is viewed from the side. Is inclined with respect to the surface by the angle of inclination ⁇ .
  • the swinging of the knuckles Nl and N2 with respect to the sliding ring 5 causes both a component that changes the chamber angle around the horizontal axis and a component that changes the toe-in angle around the vertical axis.
  • the change in toe-in angle that occurs at this time can enhance the steering stability of the vehicle by setting the inclination angle ⁇ so as to optimize the equivalent cornering power of the vehicle.
  • the upper fixed point P is located on the rear side of the vehicle in the front-rear relationship along the basic axis Ln from the lower fixed point P.
  • the left and right sliding pillars 2 are rigidly connected to each other by stays 3, and the roller assembly 4 formed by rigidly connecting the two pillars elastically supports the vehicle body B via the bush 8, so that the size is large. Even if an external force acts on the sliding pillar 2, these changes in the separation distance and the inclination angle are suppressed, and the camber or toe-in of the wheels Wl and W2 can be accurately controlled as intended. In addition, by the action of the bush 8, it is possible to buffer the impact applied to the villa assembly 4 and contribute to the improvement of the riding comfort.
  • the bill assembly 4 is shown to elastically support the vehicle body B only at the upper two points, but in reality, the bill assembly 4 is actually Is configured to elastically support the vehicle body B via two brackets (not shown) at the lower two points, thereby securing the vehicle body rigidity against the moment about the horizontal axis extending to the left and right of the vehicle. it can.
  • Each of the links 6a and 6b is provided with a shock absorber 7 for interconnecting them and suppressing a speed change at the time of their relative displacement. Since the damping function acts only on the roll motion, the damping performance in the roll direction can be adjusted or controlled independently of the other directions.
  • FIGS. Fig. 5 is a schematic view of the rear suspension of the vehicle in the posture described in the measurement conditions of JIS D 0302 when viewed from the front.
  • Fig. 6 is a side view of the wheel corresponding to arrow A2-A2 in Fig. 5. It is a figure.
  • a pillar assembly 4 which is rigidly connected by stays 13 and consists of two sliding villas 1 and 2 extending left and right, is attached to the vehicle body B via a bush 18 which is an elastic body.
  • the sliding ring 15 is connected to the left and right knuckles Nl and N2 so as to be able to swing around the basic axis Ln, and the sliding pillar 12 is connected to the sliding pillar 12 in addition to the sliding. Only the degree of freedom of swing in the plane perpendicular to the plane is allowed, and the knuckles Nl and N2 are provided with their degrees of freedom other than swing about the basic axis Ln restricted.
  • a pair of links 16a, 16b are arranged crossing each other when viewed from the front of the vehicle, and both ends thereof are respectively connected to left and right knuckles Nl, N2, and an axis upper axis L, a parallel to the basic axis Ln. It is connected so that it can swing around the lower axis L, and at each knuckle Nl, N2 b
  • the force is arranged to be greater than the distance dl to the basic axis Ln.
  • a b is arranged to be greater than the distance dl to the basic axis Ln.
  • the axes L, L and the basic axis Ln on both the upper and lower sides are arranged on the same plane.
  • the basic axis Ln is provided so as to be inclined by an angle ⁇ with respect to a horizontal plane.
  • Pillar 12 is set to incline by an angle ⁇ with respect to the vertical plane for the purpose of anti-dive, etc. Be killed.
  • the vehicle body B is elastically supported by the knuckles Nl and N2 by the spring (not shown), and the attitude of the vehicle body B with respect to the knuckles Nl and N2 is deduced by the action of the lya suspension 1A.
  • Fig. 7 is a schematic diagram of the vehicle suspension 1A in a turning posture when viewed from the front.
  • the load on the outer ring side is larger than that on the inner ring side so as to balance the rotational moment due to centrifugal force. Therefore, the vehicle body B is inclined such that the outer wheel side sinks, and at this time, the cambers of the left and right wheels are both negative due to the action of the lya suspension 1A. This will be described below.
  • both links 16a, 16b are also connected to be able to swing around the upper and lower axes L, L on knuckles Nl, N2.
  • the left and right wheels Wl, W2 are shaped like "C", that is, the camber shifts to the negative.
  • C the camber shifts to the negative.
  • the camber adjusted to almost zero during straight running is moved to the negative side at the time of cornering due to its mechanical configuration, and the cornering force at the time of turning is reduced. Power that can be increased
  • vehicles with conventional suspensions do not require a camber on the negative side in a straight-ahead position, which is pre-adjusted with an emphasis on enhancing cornering force over performance when a vehicle is running straight.
  • camber adjustments can be made with emphasis on straight-running performance such as steering stability and fuel efficiency when traveling straight, and as a result, both straight-running performance and turning performance are improved.
  • the lya suspension 1A does not have a drive control mechanism such as a hydraulic pressure for independently controlling the camber angle in order to achieve both of these performances, this can be realized at low cost.
  • the basic axis Ln that swingably connects the sliding ring 15 and the knuckles Nl and N2 is, when viewed from the side of the vehicle in a state described in the measurement conditions of JIS D0302, a horizontal plane. Is provided at an angle of inclination ⁇ .
  • Oscillation of the knuckles Nl, N2 with respect to the sliding ring 15 causes both a component that changes the camber angle around the horizontal axis and a component that changes the toe-in angle around the vertical axis.
  • the steering force of the vehicle can be enhanced.
  • the two left and right sliding pillars 12 are rigidly connected to each other by stays 13, and a roller assembly 14 formed by rigidly connecting them is elastically supporting the vehicle body B via the bush 18. Even if it acts on the sliding pillar 12, it is possible to control the change in the separation distance and the inclination angle between these two parts, and to control the camber or toe-in of the wheels Wl and W2 with high accuracy as intended. Also, the action of the bush 18 can buffer the impact applied to the villa assembly 4 and contribute to the improvement of the riding comfort.
  • the flyer assembly 14 is shown to elastically support the vehicle body B only at the two upper points, but actually, the flyer assembly 14 is configured to elastically support the vehicle body B also at two lower points thereof via a bracket (not shown), thereby securing the vehicle body support rigidity against a moment about a horizontal axis extending to the left and right of the vehicle. S can.
  • the links 16a and 16b are provided with a shock absorber 17 for interconnecting them and suppressing a change in speed at the time of their relative displacement. Since the damping function is applied only to the roll motion, the damping performance in the roll direction can be adjusted or controlled independently of the other directions.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

La présente invention concerne une suspension qui permet d'augmenter la force de virage en rendant négatif l'angle de carrossage d'au moins une roue extérieure lors d'une prise de virage. Cette suspension peut être produite de manière économique. Des anneaux coulissants (5) qui coulissent sur des colonnes coulissantes (2) sont reliés à des joints d'articulation (N1) et (N2) de manière à pouvoir tourner autour des axes de base (Ln) de ceux-ci. Les joints d'articulation (N1) et (N2) sont reliés l'un à l'autre par une traverse (6).
PCT/JP2004/009124 2003-06-30 2004-06-28 Suspension WO2005000606A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2003186736A JP4236523B2 (ja) 2003-06-30 2003-06-30 サスペンション
JP2003-186736 2003-06-30
JP2003187002A JP4301874B2 (ja) 2003-06-30 2003-06-30 サスペンション
JP2003-187002 2003-06-30

Publications (1)

Publication Number Publication Date
WO2005000606A1 true WO2005000606A1 (fr) 2005-01-06

Family

ID=33554482

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2004/009124 WO2005000606A1 (fr) 2003-06-30 2004-06-28 Suspension

Country Status (1)

Country Link
WO (1) WO2005000606A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2880302A1 (fr) * 2004-12-31 2006-07-07 Michelin Soc Tech Dispositif de suspension pour vehicule
WO2010145746A2 (fr) * 2009-06-17 2010-12-23 Audi Ag Élément suspension de roue pour les roues arrière de véhicules à moteur
EP2388176A2 (fr) 2010-05-11 2011-11-23 Melchor Daumal Castellon Jeu de support multifonction pour colonne de direction
CN104960395A (zh) * 2014-10-24 2015-10-07 史庆平 对称平衡受力悬挂系统

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2105171A (en) * 1936-01-17 1938-01-11 Briggs Mfg Co Vehicle wheel and spring suspension
US2299241A (en) * 1942-02-23 1942-10-20 Arthur W Kumm Independent wheel suspension
JPS5963007U (ja) * 1982-10-22 1984-04-25 トヨタ自動車株式会社 自動車のサスペンシヨン
JPS5967312U (ja) * 1982-10-29 1984-05-07 トヨタ自動車株式会社 自動車のサスペンシヨン
FR2582997A1 (fr) * 1985-06-10 1986-12-12 Nicolas Alfred Guide-roue permettant de faire varier la garde au sol d'un vehicule ou engin sans modifier la geometrie initiale des roues
JPS6470209A (en) * 1987-09-10 1989-03-15 Applic Mach Motrices Hydraulic pneumatic suspension system for car
JPH0372003U (fr) * 1989-11-20 1991-07-22
JPH03178813A (ja) * 1989-12-07 1991-08-02 Nissan Motor Co Ltd サスペンション装置
JPH03197222A (ja) * 1989-12-26 1991-08-28 Isuzu Motors Ltd 車両の独立懸架装置
JPH04183621A (ja) * 1990-11-14 1992-06-30 Mitsubishi Motors Corp 車両用リヤサスペンション
JPH04183620A (ja) * 1990-11-14 1992-06-30 Mitsubishi Motors Corp 車両用サスペンション
JP2002052915A (ja) * 2000-04-10 2002-02-19 Conception & Dev Michelin Sa キャンバが可変なサスペンション運動と車輪面内の垂直サスペンション運動とを有する車両

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2105171A (en) * 1936-01-17 1938-01-11 Briggs Mfg Co Vehicle wheel and spring suspension
US2299241A (en) * 1942-02-23 1942-10-20 Arthur W Kumm Independent wheel suspension
JPS5963007U (ja) * 1982-10-22 1984-04-25 トヨタ自動車株式会社 自動車のサスペンシヨン
JPS5967312U (ja) * 1982-10-29 1984-05-07 トヨタ自動車株式会社 自動車のサスペンシヨン
FR2582997A1 (fr) * 1985-06-10 1986-12-12 Nicolas Alfred Guide-roue permettant de faire varier la garde au sol d'un vehicule ou engin sans modifier la geometrie initiale des roues
JPS6470209A (en) * 1987-09-10 1989-03-15 Applic Mach Motrices Hydraulic pneumatic suspension system for car
JPH0372003U (fr) * 1989-11-20 1991-07-22
JPH03178813A (ja) * 1989-12-07 1991-08-02 Nissan Motor Co Ltd サスペンション装置
JPH03197222A (ja) * 1989-12-26 1991-08-28 Isuzu Motors Ltd 車両の独立懸架装置
JPH04183621A (ja) * 1990-11-14 1992-06-30 Mitsubishi Motors Corp 車両用リヤサスペンション
JPH04183620A (ja) * 1990-11-14 1992-06-30 Mitsubishi Motors Corp 車両用サスペンション
JP2002052915A (ja) * 2000-04-10 2002-02-19 Conception & Dev Michelin Sa キャンバが可変なサスペンション運動と車輪面内の垂直サスペンション運動とを有する車両

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2880302A1 (fr) * 2004-12-31 2006-07-07 Michelin Soc Tech Dispositif de suspension pour vehicule
WO2010145746A2 (fr) * 2009-06-17 2010-12-23 Audi Ag Élément suspension de roue pour les roues arrière de véhicules à moteur
WO2010145746A3 (fr) * 2009-06-17 2011-02-24 Audi Ag Élément suspension de roue pour les roues arrière de véhicules à moteur
US20120098221A1 (en) * 2009-06-17 2012-04-26 Audi Ag Wheel suspension for the rear wheels of motor vehicles
CN102458965A (zh) * 2009-06-17 2012-05-16 奥迪股份公司 用于机动车的后轮的轮悬架结构
US8534684B2 (en) 2009-06-17 2013-09-17 Audi Ag Wheel suspension for the rear wheels of motor vehicles
EP2388176A2 (fr) 2010-05-11 2011-11-23 Melchor Daumal Castellon Jeu de support multifonction pour colonne de direction
CN104960395A (zh) * 2014-10-24 2015-10-07 史庆平 对称平衡受力悬挂系统

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