WO2007087793A1 - Essieu entraîné à suspension indépendante sur un véhicule à moteur - Google Patents

Essieu entraîné à suspension indépendante sur un véhicule à moteur Download PDF

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Publication number
WO2007087793A1
WO2007087793A1 PCT/DE2007/000189 DE2007000189W WO2007087793A1 WO 2007087793 A1 WO2007087793 A1 WO 2007087793A1 DE 2007000189 W DE2007000189 W DE 2007000189W WO 2007087793 A1 WO2007087793 A1 WO 2007087793A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
axle
wheel
vehicle axle
rear axle
Prior art date
Application number
PCT/DE2007/000189
Other languages
German (de)
English (en)
Inventor
Klaus Wallgren
Original Assignee
Zf Friedrichshafen 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 Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2007087793A1 publication Critical patent/WO2007087793A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
    • 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
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • 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
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B60G3/24—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid a rigid arm being formed by the live axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
    • B60K17/24—Arrangements of mountings for shafting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B60G2200/182—Multilink suspensions, e.g. elastokinematic arrangements with one longitudinal arm or rod and lateral rods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/422—Driving wheels or live axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/13—Torsion spring
    • B60G2202/135—Stabiliser bar and/or tube
    • 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
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/19—Mounting of transmission differential
    • 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
    • B60G2204/41—Elastic mounts, e.g. bushings
    • 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
    • B60G2204/43—Fittings, brackets or knuckles
    • B60G2204/4302—Fittings, brackets or knuckles for fixing suspension arm on the vehicle body or chassis
    • 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
    • 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
    • B60G2206/60—Subframe construction
    • 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
    • B60G2206/60—Subframe construction
    • B60G2206/602—Single transverse beam
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/44—Vibration noise suppression

Definitions

  • the invention relates to a driven vehicle axle of a motor vehicle, in particular a driven rear axle of a passenger car with independent suspension, according to the preamble of patent claim 1.
  • Generic powered vehicle axles have proven particularly useful in passenger cars, as they represent a well optimizable based on numerous geometrical factors compromise between the desirable ride comfort and the required driving stability, agility and directional stability.
  • An essential influencing factor for the driving behavior of the motor vehicle is formed by the elastokinematics of the components of the wheel suspension, that is to say by the manner of the relative changes in position of the wheel guide elements under the action of force; wherein such relative position changes, in particular due to the more or less elastic connection of the wheel guide elements or Rad arrangementslenker on the axle or in the region of the chassis of the motor vehicle arise.
  • Known vehicle axles or independent wheel suspensions which include such subframe or axle, but are initially relatively expensive in construction and production. This depends in particular on the subframe, or subframe, which is usually in the form of a spatially complex component, which has the additional task of supporting vehicle axles to receive the rear-axle transmission or differential gear and, for the most part, likewise to store it elastically.
  • known subframe or axle often have the form of a rigid cage, which receives the axle in its interior by means of corresponding elastic bearing points, and provides in its outer areas corresponding bearing points for connection of the Rad Installationsrii.
  • such a subframe or axle generally has a number of attachment points to the likewise elastic connection of the axle carrier, and thus indirectly also the wheel guide elements and the rear axle, to the chassis or vehicle body.
  • the vehicle axle according to the invention is provided in particular, but by no means exclusively, for use as a driven rear axle of a passenger car, and comprises in a manner also known per se a Schuachsgetriebe and for each wheel a number of Rad elements instituten, so for example a number of Rad enclosureslenkern as wishbone, trailing arm and the like.
  • the vehicle axle is distinguished by the fact that at least one of the wheel guide elements associated with each wheel is articulated indirectly or directly on the rear axle transmission.
  • the Schuachsgetriebe is at the same time elastically connected to at least one support means, in turn, the support means is elastically connected to the body structure.
  • the inventive elastic connection of the rear axle on the support means also allows improvements in terms of Achsakustik or structure-borne sound decoupling.
  • the structure-borne sound is transmitted from the wheel guide via a first damping level on the subframe, and passed on from this via a second damping level partially to the body.
  • structure-borne sound is first on a first damping plane on the housing of the rear axle, from there via a further damping plane on the support means, and from this finally via a third damping level - to a much smaller proportion - to the vehicle body transfer.
  • the vehicle axle according to the present invention Compared to conventional, also known from the prior art axles without axle or subframe, the vehicle axle according to the present invention, however, with respect to structure-borne sound and acoustics improved connection of both the axle and the Rad enclosureselements over the vehicle body with comparable low structural complexity.
  • all of a wheel associated wishbone are indirectly or directly hinged to the rear axle.
  • This embodiment has the advantage that in this way a subframe or axle is made obsolete, so can not only be simplified, but can be completely eliminated. In this way, a structurally particularly simple construction of the vehicle axle or wheel suspension is thus achieved.
  • the wishbone in the manner described above - not only as in the prior art on two sequential, ie successively connected attenuation levels - but even up to three sequential attenuation levels are connected to the vehicle body, with the corresponding advantageous consequences in terms of better structure-borne sound decoupling and acoustics.
  • a stiff articulation of the wishbone is achieved due to the high rigidity of Deutschenachsgetriebegephinuses so even without axle, which in turn brings beneficial effects in terms of driving dynamics and directional stability with it.
  • At least one of the wheel guide elements of each wheel is articulated directly on the rear axle, or at least one of the Rad exits institute each wheel is articulated by means arranged on the rear axle flange device on the rear axle.
  • a combination of wheel-guiding elements articulated directly on the rear-axle transmission and indirectly via a wheel-guide element arranged on the rear-axle transmission can also be provided.
  • Such a combination of directly and indirectly on Schuachsgetriebe articulated wheel guiding elements is advantageous in terms of a better space utilization, modularity and in the sense of broadening the support base between the individual Rad Operations instituten or wishbones.
  • the rear axle is connected by means of at least two spaced-apart support means with the vehicle body.
  • a rear carrier device is arranged in the direction of travel in the rear region of the rear axle, or behind the rear axle.
  • the rear support means is connected via two horizontally spaced elastic bearing means connected to the Schuachsgetriebe or to the body.
  • these embodiments make possible a structurally simple design of the carrier device and, on the other hand, permit the taking up of torques with at the same time little twisting.
  • the rear support means is formed substantially by a transverse to the direction of travel strut.
  • a front support means for suspending the rear axle is arranged direction of travel in the front region of the rear axle, or in front of the rear axle.
  • an enlarged support base is provided for suspending the rear axle for the introduction of forces and torques from the rear axle to the body structure.
  • the front carrier device is particularly preferably connected via at least one elastic bearing device both to the rear axle transmission and to the vehicle body.
  • the front carrier device is particularly preferably connected via at least one elastic bearing device both to the rear axle transmission and to the vehicle body.
  • the front support means also in the front support means a double acoustic decoupling of the rear axle, starting from the first elastic bearing means, on the front support means and the second elastic support means, on the vehicle body.
  • the front carrier device is arranged on a boom connected to the rear axle, wherein the boom extends substantially in the direction of travel of the vehicle. Due to the thanks to the boom further forward displaced front Anschticians for rear axle again softer elastomeric bearings can be used to suspend the rear axle, without that at the same time undesirable shifts of the rear axle in force or Momentum comes. At the same time a better acoustic decoupling between Schuachsgetriebe and body structure is achieved by the softer designed storage facilities.
  • connection between the boom and the front support means is formed by a substantially annular elastomer bearing embracing the arm.
  • a substantially annular elastomeric bearing which preferably surrounds the boom at the end, is robust and at the same time particularly space-saving.
  • the boom is formed by a boom tube, wherein preferably the propeller shaft extends to the rear axle at least in sections by the boom tube.
  • the design of the boom as a boom tube is advantageous in that a tubular boom has a high bending stiffness with low weight.
  • the propeller shaft is at least partially stored in the boom tube. In this way, a particularly high structural integration is achieved, and the propeller shaft and its storage are particularly effectively protected against environmental influences or damage.
  • the invention can be realized independently of how many wheel guide elements are present and how the existing wheel guide elements are structurally designed and arranged.
  • the vehicle axle has a trailing arm element.
  • the spring element assigned to the respective wheel engages directly on the trailing arm element.
  • This embodiment allows - compared to the articulation of the spring element on the wheel or wishbone - a greater freedom of design in the area of the wishbone and the spring element.
  • the spring element can be arranged deeper in this way, whereby in the area of Wheel suspension space is free, which can be used for example to increase the vehicle interior or trunk.
  • all of a wheel associated wishbone are designed as tension or compression struts.
  • the vehicle axle comprises a roll stabilizer.
  • the wheel-side connection of the roll stabilizer does not take place on one of the control arms, but rather on the wheel carrier or on the trailing arm. In this way, the bending loads acting on the wishbone are reduced, which in turn allows the mass reduced design of the wishbone with a smaller cross section.
  • the body-side connection of the trailing arm such that the connection of the trailing arm in the vehicle transverse direction - with respect to the wheel inner plane spanned by the vehicle-side wheel surface - is on the vehicle side.
  • a further embodiment of the invention provides that the body-side connection of the trailing arm element takes place on the front support means of the rear axle.
  • This embodiment which can be used, for example, when the front support device is designed, for example, as a cross member, is particularly advantageous insofar as in this way also a double acoustic decoupling of the trailing arm element - on the one hand via the elastic connection of the trailing arm element to the front support means and on the other hand via the likewise elastic connection of the front support means to the body - can be done.
  • Figure 1 is an isometric view of suspension or axle system of a driven rear axle of a passenger car according to the prior art in an oblique front view.
  • FIG. 2 is a schematic isometric view of a wheel suspension of a driven rear axle according to an embodiment of the present invention in an oblique front view;
  • FIG. 3 in a figure 1 corresponding representation and view suspension of a driven rear axle according to another embodiment of the present invention
  • FIG. 4 shows in a figure 1 and 3 corresponding representation and view suspension of a driven rear axle according to another embodiment of the present invention
  • FIG. 5 is an isometric view of the wheel suspension according to FIG. 3 in a further oblique front view
  • FIG. 5 is an isometric view of the wheel suspension according to FIG. 3 in a further oblique front view
  • FIG. 6 in a figure 5 corresponding representation and view of the suspension according to Figure 4;
  • FIG. 7 is an isometric view of the wheel suspension according to FIGS. 3 and 5 in an oblique rear view
  • FIG. 8 in a figure 7 corresponding representation and view of the suspension according to Figure 4 and 6.
  • Figure 1 shows in isometric view in an oblique front view of the suspension or the axle system of a driven rear axle of a passenger car according to the prior art.
  • the axle system shown here includes in particular a rear axle 5, which extends like a cage over and around the rear axle 4.
  • the rear axle 5 is first connected by means of a series of elastomeric bearings 6 once with the chassis (not shown), or with the body structure of the motor vehicle.
  • axle support 5 represents the component that the vibration-decoupled assembly of the entire rear axle as an assembly, including the rear axle 4 on the vehicle chassis.
  • both the rear axle 4, and the control arms 2, 3 are acoustically or vibrationally double in this known from the prior art axle system decoupled from the vehicle chassis, since both the Schuachsgetriebe 4 and the control arm 2, 3 are initially hinged once elastically on the axle 5, while the axle 5 is itself connected by means of the elastomeric bearing 6 again elastically to the vehicle chassis. In this way, a good acoustic decoupling between the road and the vehicle, or between the rear axle 4 and the vehicle interior is already achieved in the prior art.
  • axle support 5 due to the axle support 5 previously required, such axle systems are comparatively complicated and thus expensive. This is particularly related to the fact that the axle 5 of such a rear axle is a highly loaded and thus tends to be heavy and expensive component, which also claimed a significant amount of space on the underbody of the motor vehicle.
  • axle carrier 5 usually has to be designed vehicle-specific, which likewise leads to comparatively high costs, and as a result of which the modularization of wheel suspensions or axle systems, which is desirable in the course of reducing the variety of variants, is made more difficult.
  • FIG. 2 shows a schematic, isometric view of the suspension of a driven rear axle according to an embodiment of the present invention.
  • the axle system according to FIG. 2 in contrast to the prior art according to FIG. 1, does not comprise a complicated cage-like axle carrier 5.
  • the wishbones 2, 3 are no longer connected to the axle carrier 5, which has been omitted here, but instead are articulated on the housing of the rear axle 4.
  • control arm 2, 3 can be increased, whereby the resulting geometry changes during compression fail smaller and with what the driving behavior can be influenced in an advantageous manner.
  • the control arms 2, 3 are not triply, but only two times acoustically decoupled from the vehicle body; namely on the one hand on the elastic connection of the control arms 2, 3 on the axle 5, and on the other hand by means of the elastic connection 6 of the axle beam 5 on the body.
  • the axle system according to Figure 2 also has the peculiarity, according to which the front cross member 7, which serves primarily for suspending and supporting the front portion of the rear axle 4 relative to the vehicle chassis, in the embodiment according to Figure 2 also as a linkage for the trailing arm 1 of Suspension is used. This means in particular that in this way, the trailing arm 1 can be acoustically decoupled from the vehicle chassis via an additional damping level.
  • Figures 3 and 4 show two mutually constructively related embodiments of suspensions for a driven rear axle according to further embodiments of the present invention.
  • the trained as a cross member 8 rear suspension of the rear axle s 4 can be structurally particularly simple, also space-saving in the direction behind the rear axle 4 is arranged, and also, for use in different types of vehicles, in the simplest way modular in different versions and in particular length dimensions can be performed.
  • the rear cross member 8 is connected by means of two elastomer bearing points 11, 12 both with the body structure and with the rear axle 4.
  • the embodiments according to FIG. 3 and FIG. 4 also differ on the basis of the front connection between the rear axle 4 and the vehicle body.
  • the rear axle 4 has a bracket 15 projecting forward in the direction of travel of the motor vehicle, which also accommodates a portion of the propeller shaft 16 leading to the rear axle 4.
  • the boom 15 is used at the same time the front support and suspension of the rear axle 4, and thus also the suspension or the control arm 2 and 3 on the vehicle body.
  • an intermediate carrier 17 is arranged in the region of the direction of travel related front end of the boom 15 of the rear axle 4, which is in turn connected by means of other elastomeric bearings 19 both elastically with the front end of the boom and with the vehicle body.
  • the intermediate carrier 17 is essentially connected to the front end of the arm by means of a standard elastomer bearing 18 (here covered by the universal joint).
  • the connection of the intermediate carrier with the body structure, or with the (not shown) Kardantunnel, also takes place again on elastomeric bearings 19th
  • the intermediate carrier is connected to the front end of the extension arm 15 by means of an annular elastomer bearing 20.
  • Two further elastomeric bearings 19 again make the connection with the body structure, whose extensions are indicated here by the box-shaped component 21.
  • FIGS. 5 and 6 the wheel suspensions or axle systems according to FIGS. 3 and 4 are shown again in a different oblique view with a different bracket angle. It can be seen again the rear axle 4 with the respective receiving flange 14 for the vehicle side bearing of the control arm 2, 3, the rear suspension of the rear axle 4 in the form of the cross member 8, and the front suspension of the rear axle 4 by means of boom 15 and intermediate carrier 17th
  • FIGS. 7 and 8 again show the wheel suspensions or axle systems according to FIGS. 3 and 4, or according to FIGS. 5 and 6, in a further isometric oblique view with an oblique view from the rear. It can be seen in particular the above-described arrangement of the spring elements 22, 23 and damper elements 24 which act directly on the wheel carrier or trailing arm 1. Furthermore, front and rear suspensions of the rear axle 4 are also recognizable by means of the intermediate carrier 17 or by means of the cross member 8, including the respective double acoustic decoupling by series-connected elastomer bearings 11, 12 and 19, 20.
  • axle systems can be interpreted thanks to the invention with less design effort and with greater modularity, or it can be changes or variants easier, faster and more cost-effective.
  • the invention thus makes a significant contribution to constructive simplification while maintaining or improving the central quality parameters in demanding axle systems; especially for the case that in the construction of wheel suspensions and axle systems cost reductions with simultaneously increased performance requirements stand in the foreground.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un essieu entraîné de véhicule à moteur, notamment un essieu arrière entraîné d'automobile. L'essieu comprend un carter d'essieu arrière (4) et un certain nombre d'éléments de guidage de roue (1, 2, 3) pour chaque roue. L'invention est caractérisée en ce qu'au moins un des éléments de guidage (1, 2, 3) de chaque roue est directement ou indirectement articulé sur le carter d'essieu arrière (4) qui est simultanément relié de manière élastique à au moins un dispositif support (8, 17), lequel est lui aussi relié de manière élastique à la structure de la carrosserie. Le système d'essieu de l'invention est moins encombrant, il permet de diminuer le poids et les coûts de fabrication. Simultanément, le découplage acoustique de la suspension des roues ou du carter d'essieu arrière et de la carrosserie du véhicule est conservé voire amélioré relativement à l'état de la technique actuelle. Des systèmes d'essieux du type de l'invention peuvent être adaptés de manière modulaire à différents types de véhicules.
PCT/DE2007/000189 2006-02-01 2007-01-30 Essieu entraîné à suspension indépendante sur un véhicule à moteur WO2007087793A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200610004960 DE102006004960A1 (de) 2006-02-01 2006-02-01 Angetriebe Fahrzeugachse mit Einzelradaufhängung
DE102006004960.8 2006-02-01

Publications (1)

Publication Number Publication Date
WO2007087793A1 true WO2007087793A1 (fr) 2007-08-09

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WO (1) WO2007087793A1 (fr)

Cited By (4)

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CN105073457A (zh) * 2013-02-16 2015-11-18 奥迪股份公司 用于双辙车辆的车桥的扭杆系统
CN107991108A (zh) * 2018-03-05 2018-05-04 安徽安凯汽车股份有限公司 一种客车后桥驱动载体装置
CN110254156A (zh) * 2019-07-05 2019-09-20 吴桃 五轮车的减震装置
DE102022101294A1 (de) 2022-01-20 2023-07-20 Bayerische Motoren Werke Aktiengesellschaft Lagerungsanordnung eines Radlenkers an einem aufbauseitigen Bauelement eines Kraftwagens, insbesondere eines Personenkraftwagens, sowie Kraftwagen

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DE102007060389A1 (de) * 2007-12-14 2009-06-18 Volkswagen Ag Modulares Fahrwerkslenkersystem, Fertigungsanlage zur Herstellung von Fahrwerkslenkern und Verfahren zur Herstellung von Fahrwerkslenkern
DE102010030292A1 (de) * 2010-06-21 2011-12-22 Bayerische Motoren Werke Aktiengesellschaft Hinterachse eines zweispurigen Fahrzeugs mit fünf Lenkern
DE102013211537A1 (de) * 2013-06-19 2014-12-24 Zf Friedrichshafen Ag Radaufhängung für ein Kraftfahrzeug
DE102013112466A1 (de) * 2013-11-13 2015-05-13 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Fahrschemel für ein Kraftfahrzeug
DE102014223832A1 (de) * 2014-11-21 2016-05-25 Bayerische Motoren Werke Aktiengesellschaft Achsträger

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US3603422A (en) * 1968-01-26 1971-09-07 Flat Soc Per Azioni Independent driven wheel suspension
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CN107991108A (zh) * 2018-03-05 2018-05-04 安徽安凯汽车股份有限公司 一种客车后桥驱动载体装置
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