WO2009103241A1 - 扭杆式汽车悬挂装置 - Google Patents

扭杆式汽车悬挂装置 Download PDF

Info

Publication number
WO2009103241A1
WO2009103241A1 PCT/CN2009/070494 CN2009070494W WO2009103241A1 WO 2009103241 A1 WO2009103241 A1 WO 2009103241A1 CN 2009070494 W CN2009070494 W CN 2009070494W WO 2009103241 A1 WO2009103241 A1 WO 2009103241A1
Authority
WO
WIPO (PCT)
Prior art keywords
torsion bar
springs
reset
frame
spring
Prior art date
Application number
PCT/CN2009/070494
Other languages
English (en)
French (fr)
Inventor
李志东
李欣
Original Assignee
Li Zhidong
Li Xin
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 Li Zhidong, Li Xin filed Critical Li Zhidong
Priority to US12/918,999 priority Critical patent/US8387999B2/en
Priority to JP2010547031A priority patent/JP2011514277A/ja
Priority to EP09712575A priority patent/EP2255981A4/en
Publication of WO2009103241A1 publication Critical patent/WO2009103241A1/zh

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
    • B60G21/02—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
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/18—Resilient suspensions characterised by arrangement, location or kind of springs having torsion-bar springs only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/18—Resilient suspensions characterised by arrangement, location or kind of springs having torsion-bar springs only
    • B60G11/181—Resilient suspensions characterised by arrangement, location or kind of springs having torsion-bar springs only arranged in a plane parallel to the longitudinal axis of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
    • 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
    • B60G2202/132—Torsion spring comprising a longitudinal torsion 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
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/419—Gears
    • 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
    • B60G2204/422—Links for mounting suspension elements

Definitions

  • the invention relates to an automobile suspension device, in particular to a torsion bar type automobile suspension device. Background technique
  • the independently suspended axle is divided into two sections, each of which is independently mounted under the frame by a coil spring, so that when one side of the wheel jumps, the other side of the wheel is not affected, the vibration of the body is greatly reduced, and the comfort of the car is also very good.
  • Large lifting especially when driving on high-speed roads, can also improve the driving stability of the car.
  • this suspension structure is complicated and has a small bearing capacity, which in turn complicates the driving system and steering system of the automobile.
  • the front and rear suspension of most cars adopts the form of independent suspension, and has become a development trend.
  • the structure of the independent suspension is divided into a candle type, a McPherson type, a link type, etc.
  • the metal springs in these independent suspensions are in three forms, namely a coil spring, a leaf spring and a torsion bar spring.
  • the spiral spring is named after a spiral, and has the advantages of small weight and small position.
  • the middle part of the leaf spring is fixed on the axle by u-bolts, and the curling ears at both ends are hinged to the bracket of the frame, and the axle is connected with the vehicle body through the leaf spring, when the impact of the road surface on the wheel is transmitted.
  • the steel plate When the steel plate is deformed, it acts as a buffer and vibration damping.
  • One end of the torsion bar spring is fixedly connected with the frame, and the other end is connected with the suspension control arm, and the buffering action is achieved by the torsional deformation of the torsion bar. From the cross-section, the torsion bar spring has a circular shape, a tubular shape, a rectangular shape, a laminated piece, and a combination type.
  • the torsion bar is used up to a round torsion bar, which is long rod-shaped, and can be machined into splines, hexagons, etc. at both ends to fix one end to the frame and the other end to the wheel by a control arm.
  • the torsion bar is made of alloy spring steel, which has high elasticity and can be distorted and restored. In fact, it functions as a coil spring, but the expression is different.
  • torsion bar springs in automobiles is divided into longitudinal devices and lateral devices, with the use of lateral devices being the majority.
  • the longitudinal device is replaced by a torsion bar to replace the space-consuming leaf springs and ring springs.
  • the front suspension of the Toyota Hiace, Zace, and Surf models is a torsion bar spring with a double A-arm suspension system.
  • the torsion bar of the transverse device is used to replace the ring spring except for a few models.
  • the torsion bar of the other lateral devices is used to balance the forces of the left and right wheels, and is used as an anti-roll balance bar.
  • the torsion bar springs are generally installed on the front suspension device of the car, and the front and rear elastic originals are independent, and do not affect each other, without any connection, if the front and rear wheels of the car vibrate in opposite directions , the impact of the car will increase, the body will produce the movement from front to back, and when the four wheels are not in the same plane or when a pair of angle wheels are stressed, the frame and body frame will be subject to certain The torsion force, therefore, the existing suspension structure exists, the elastic member is easily damaged, the frame and the body frame are easily deformed, and the like, and the damage of the cargo or the occupant is uncomfortable.
  • the object of the present invention is to overcome the deficiencies of the prior art automobile suspension devices, and to provide a torsion bar type vehicle suspension device which has a good overall elastic performance for a torsion bar spring in a front and rear suspension device of an automobile, and has a significant shock absorption effect.
  • the technical solution of the present invention is: a torsion bar type automobile suspension device, comprising a front torsion bar spring mounted on a front suspension of a vehicle, characterized in that a rear torsion bar spring is mounted on the rear suspension of the automobile, and the front side and the rear side of the same side
  • the opposite ends of the torsion bar spring are connected to each other by a connecting mechanism and connected to the frame by a positioning device.
  • the connecting mechanism is respectively fixedly mounted on the opposite ends of the front and rear torsion bar springs, and the gears on the front and rear torsion bar springs on the same side of the vehicle mesh with each other.
  • One end of the two reset torsion bar springs is fixedly coupled to the frame, and the other end is fixedly mounted with a reset gear that meshes with one of the two meshing gears on the front and rear torsion bar springs on the same side.
  • one end of the front and rear torsion bar springs are installed in front
  • On the upper or lower end of the rear suspension control arm one end of the front and rear reset torsion bar springs are respectively connected to the lower or upper end cross arms of the front and rear suspension control arms, and the front and rear two reset torsion bar springs are further One end is fixed to the frame.
  • the positioning device is a gear box, and the meshing gears are mounted in the gear box, and the gear box is fixed to the frame.
  • the connecting mechanism is a differential device mounted between the front and rear torsion bar springs on the same side of the vehicle, and the positioning device is a housing of the differential device, and the housing is fixedly coupled to the frame.
  • the opposite two bevel gears of the differential device are respectively fixed to the front and rear torsion bar springs, and a bevel gear adjacent to the two bevel gears is fixedly connected to one end of the reset torsion bar spring, and the other end of the torsion bar spring is reset. Secured to the frame.
  • one end of the front and rear torsion bar springs are mounted on the upper or lower cross arms of the front and rear suspension control arms, and the other ends are respectively opposite to the two bevel gears in the differential device.
  • the fixed, front and rear reset torsion bar springs are respectively connected to the lower or upper end cross arms of the front and rear suspension control arms, and the other ends are respectively fixed to the frame.
  • the connecting mechanism is provided between the front side front and rear torsion bar springs, the gears are installed at the ends of the two torsion bar springs, so that the front side front and rear torsion bar springs can be linked. , can effectively improve the vibration of the car on the uneven road during driving. If the front wheel receives an upward force, the force of the front wheel is transmitted to the front torsion bar spring through the suspension control arm connected to the front wheel. At this time, the front torsion bar spring is torsionally deformed, and is installed at the end and the rear thereof.
  • the intermeshing gear of the end of the torsion bar spring causes the torsion bar spring to be twisted and deformed, and the deformation direction is opposite to the direction of the front torsion bar spring.
  • the suspension control arm connected to the rear torsion bar spring transmits the force to the rear.
  • the wheel such that the front and rear wheels are subjected to the opposite force of the torsion bar spring, and the buffering effect is achieved, which can offset about 1/2 amplitude and reduce the horizontal vibration of the vehicle body. If the front wheel is subjected to upward or downward force by the downward or rear wheel, the force transmission process is the same as the upward force of the front wheel.
  • the car can be buffered and can be offset. 1/2 amplitude.
  • the vibration direction of the front and rear wheels is opposite and the amplitude is the same.
  • the torsion deformation of the front and rear torsion bar springs is zero, and the vibration of the entire body is close to zero.
  • the suspension device of the present invention has the best vibration damping effect, and the car can maintain the level. Driving status.
  • the force is applied to the front and rear wheels to receive the same force, and the diagonal wheels are subjected to the same force. Therefore, the frame and the body frame are not subjected to the torque and the service life of the vehicle is prolonged.
  • Embodiment 1 is a schematic structural view of Embodiment 1 of the present invention.
  • FIG. 2 is a schematic structural view of a second embodiment of the present invention.
  • Figure 3 is a schematic structural view of a third embodiment of the present invention.
  • Figure 4 is a view taken along the line A of Figure 3 of the present invention.
  • Figure 5 is a schematic view of the gear structure of the present invention.
  • Figure 6 is a schematic structural view of Embodiment 4 of the present invention.
  • Figure 7 is a schematic structural view of Embodiment 5 of the present invention.
  • FIG. 8 is a schematic structural view of a differential device according to Embodiment 4 of the present invention.
  • Embodiment 1 is a diagrammatic representation of Embodiment 1:
  • the upper end of the front torsion bar spring 3 is connected to the control arm 1 of the front suspension of the car, the control arm of the front suspension is connected to the wheel 2, and the lower end of the rear torsion bar spring 11 and the control arm 12 of the rear suspension Connected, the lower end of the front torsion bar spring on the left and right sides and the upper end of the rear torsion bar spring are respectively mounted with gears 7, 8, and the two pairs of gears on the same side front and rear torsion bar springs mesh with each other.
  • the upper end of the two reset torsion bar springs 5 is fixedly coupled to the frame 4, and the lower end is mounted with a reset gear 10 which meshes with the gear 8 on the same side rear torsion bar spring, and the three twists on the left and right sides
  • the rod springs are respectively connected to the frame through the front torsion bar spring bearing seat 6, the rear torsion bar spring bearing seat 9, and the reset torsion bar spring bearing seat 13.
  • Both ends of the front and rear torsion bar springs can be connected to the suspension control arm and the gear by splines or key connections, so that when the front or rear wheels are stressed, the two sides of the gears are meshed with each other to make the front side of the same side
  • the reverse direction between the torsion bar springs reverses the force of the front and rear wheels and reduces the vibration of the car.
  • the function of the reset torsion bar spring 5 is to quickly restore the deformation of the front and rear torsion bar springs after torsional deformation to reduce the vibration and amplitude of the car.
  • a device interlocking with the brake system is installed between the three gears that mesh with each other, and the linkage device can realize that the three gears that mesh with each other do not generate relative to each other while braking. motion.
  • the device can be used with existing brakes, such as in three A caliper brake or other brake is attached to one of the gears.
  • Embodiment 2 is a diagrammatic representation of Embodiment 1:
  • Embodiment 3 is a diagrammatic representation of Embodiment 3
  • the upper end cross arm 1-1 of the frame control arm 1 and the lower end of the rear torsion bar spring 11 on the left and right sides are mounted on the upper end cross arm of the rear suspension control arm 12 on the left and right sides, and the reset torsion bar spring 5 is composed of two The front reset torsion bar spring 5-1 and the two rear reset torsion bar springs 5-2 are composed, and the upper end of the front reset torsion bar spring 5-1 is connected to the lower cross arm 1-2 of the double cross arm of the control arm 1 of the front suspension.
  • the lower end of the rear reset torsion bar spring 5-2 is connected to the lower cross arm of the rear suspension control arm 12, and the lower end of the front reset torsion bar spring and the upper end of the rear reset torsion bar spring are fixedly connected with the frame 4, so that the front can be After the torsion bar spring is torsionally deformed, the front and rear control arms are quickly restored to their original positions by the action of the front and rear resetting torsion bar springs.
  • the gears in order to save material, can be made into a fan shape as shown in FIG.
  • the gears that mesh with each other can be arranged according to their spatial distribution, such as being arranged in a triangle or arranged up and down.
  • Embodiment 4 is a diagrammatic representation of Embodiment 4:
  • the three gears on the same side are replaced by the differential device 15, as shown in FIGS. 6 and 8.
  • the differential device adopts the differential device currently used in the automobile, and is installed by the differential device.
  • Four intermeshing conical gears are formed in the housing 15-1, and the housing of the differential device is fixed to the frame 4 for positioning.
  • the lower ends of the front torsion bar springs 3 on the left and right sides are fixed to the first bevel gear 15-2, and the upper ends of the rear torsion bar springs 11 on the left and right sides are fixed to the third bevel gear 15-4, and the left and right sides are two
  • the right and left ends of the reset torsion bar spring 5 are respectively fixed to the frame 4, left,
  • the other ends of the two reset torsion bar springs 5 on the right side are connected to the fourth bevel gear 15-5, and the second bevel gear 15-3 is positioned in the housing by the short shaft mounting.
  • the front suspension control arm 1 or the rear suspension control arm 12 When the front wheel or the rear wheel receives an upward force, the front suspension control arm 1 or the rear suspension control arm 12 is driven upward to twist and deform the front and rear torsion bar springs, and the deformation force is transmitted to the left and right through the bevel gear in the differential device.
  • the torsion bar spring is reset to deform the torsion bar spring torsion. Due to the action of the differential device, the torsion deformation of the front and rear torsion bar springs is reversed, which can offset the force of the front and rear wheels and reduce the vibration of the car.
  • Embodiment 5 is a diagrammatic representation of Embodiment 5:
  • This embodiment is a change based on the structure of the fourth embodiment.
  • the lower ends of the front torsion bar springs 3 on the left and right sides are The first bevel gear 15-2 is fixed, and the upper ends of the rear torsion bar springs 11 on the left and right sides are fixedly connected to the third bevel gear 15-4, and the lower ends of the upper reset torsion bar springs 5-1 on the left and right sides are respectively It is fixed to the frame 4, and its upper end is respectively mounted on the lower end cross arm 1-2 of the front suspension control arm 1 on the left and right sides, and the upper ends of the lower reset torsion bar spring 5-2 on the left and right sides respectively It is fixed to the frame 4, and its lower end is mounted on the lower end arms of the rear suspension control arms 12 on the left and right sides.

Landscapes

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

Description

扭杆式汽车悬挂装置 技术领域
本发明涉及一种汽车悬挂装置， 特别是一种扭杆式汽车悬挂装置。 背景技术
目前汽车的悬挂系统主要有两种： 一种非独立式悬挂， 另一种独立式 悬挂。 独立悬挂的车轴分成两段， 每只车轮用螺旋弹簧独立地安装在车架 下面， 这样当一边车轮发生跳动时， 另一边车轮不受波及， 车身的震动大 为减少， 汽车舒适性也得以很大的提升， 尤其在高速路面行驶时， 它还可 提高汽车的行驶稳定性。 不过， 这种悬挂构造较复杂， 承载力小， 还会连 带使汽车的驱动系统、 转向系统变得复杂起来。 目前大多数轿车的前后悬 挂都采用了独立悬挂的形式， 并已成为一种发展趋势。
独立悬挂的结构分有烛式、 麦弗逊式、 连杆式等多种， 在这些独立悬 挂中的金属弹簧有三种形式， 分别是螺旋弹簧、 钢板弹簧和扭杆弹簧。 螺 旋弹簧形似螺旋线而得名， 具有重量小且占位置少的优点， 当路面对轮子 的冲击力传来时， 螺旋弹簧产生变形， 吸收轮子的动能转换为螺旋弹簧的 位能， 从而缓和了地面的冲击对车身的影响。 钢板弹簧的中部通过 u型螺 栓固定在车桥上， 两端的卷耳用销子铰接在车架的支架上， 通过钢板弹簧 将车桥与车身连接起来， 当路面对轮子的冲击力传来时， 钢板产生变形， 起到缓冲、 减振的作用。 扭杆弹簧一端与车架固定连接， 另一端与悬架控 制臂连接， 通过扭杆的扭转变形达到缓冲作用。 从截断面上看， 扭杆弹簧 有圆形、 管形、 矩形、 叠片及组合式等。 使用最多是圆形扭杆， 它呈长杆 状， 两端可以加工成花键、 六角形等， 以便将一端固定在车架， 而另一端 通过控制臂固定在车轮上。 扭杆用合金弹簧钢做成， 具有较高的弹性， 既 可扭曲变形又可复原， 实际上起到螺旋弹簧相同的作用， 只不过表现形式 不一样而已。 汽车运行时， 车轮受地面凹凸的影响上下运动， 控制臂也会 随之上升或下降。 当车轮向上时控制臂上升， 使扭杆被迫扭转变形， 吸收 冲击能量。 当冲击力减弱时， 杆的自然还原能力能迅速恢复到它原来的位 置， 使车轮回到地面， 避免车架受到颠簸。 因扭杆弹簧全部受剪应力， 使相同重量的圈状弹簧可以吸收等重量钢 板 2倍以上的能量。 扭杆弹簧在汽车上的使用方式分为纵向装置与横向装 置二种， 其中以横向装置的使用为多数。 纵向装置的方式是以扭杆来替代 较占空间的片状弹簧和圈状弹簧， 例如在 Toyota Hiace、 Zace、 Surf 车 型的前悬吊， 就是以扭杆弹簧搭配双 A臂式悬吊系统。 横向装置的扭杆除 了少数车型是用来替代圈状弹簧之外， 其它横向装置的扭杆都是用做平衡 左右车轮的受力， 作为防倾平衡杆之用。
目前的汽车悬挂装置中， 扭杆弹簧一般均安装在汽车的前悬挂装置 上， 且前后弹性原件之间均是独立的， 互不影响， 没有任何联系， 如果汽 车前、 后轮的振动方向相反， 则汽车受到的冲击会加大， 车身会产生前起 后落的运动，另外， 当四个车轮不在同一平面时或有一对角轮受力较大时， 则车架及车身骨架将受到一定的扭力， 因此， 现有的悬挂结构存在， 弹性 元件易损坏， 车架及车身骨架易变形等问题， 同时， 也会造成货物的损伤 或使乘坐者感到不舒适。
发明内容
本发明的目的克服现有汽车悬挂装置存在的缺陷， 提供一种使汽车 前、 后悬挂装置中的扭杆弹簧具有良好的整体弹性性能， 且减震效果明显 的扭杆式汽车悬挂装置。
本发明的技术方案是： 一种扭杆式汽车悬挂装置， 包括安装在汽车前 悬挂上的前扭杆弹簧， 其特征在于在汽车后悬挂上安装有后扭杆弹簧， 同 一侧前、 后两扭杆弹簧的相对端通过连接机构相互相连， 并通过定位装置 与车架相连。
上述连接机构为分别固定安装在前、 后扭杆弹簧相对端的齿轮， 汽车 同一侧的前、 后两扭杆弹簧上的齿轮相互啮合。
两复位扭杆弹簧的一端与车架固定连接， 另一端固定安装有复位齿 轮， 该复位齿轮与同一侧前、 后两扭杆弹簧上两相互啮合的齿轮中的一个 齿轮啮合。
上述汽车前、后悬挂为双横臂结构时， 前、后扭杆弹簧一端安装在前、 后悬架控制臂的上或下端横臂上，前、后两复位扭杆弹簧的一端分别与前、 后悬架控制臂的下或上端横臂相连， 前、 后两复位扭杆弹簧的另一端与车 架固连。
上述定位装置为齿轮箱， 相互啮合的齿轮安装在齿轮箱内， 齿轮箱与 车架固连。
上述连接机构为安装在汽车同一侧前、 后两扭杆弹簧之间的差动装 置， 定位装置为差动装置的壳体， 该壳体与车架固连。
上述差动装置中相对的两圆锥齿轮分别与前、 后两扭杆弹簧固连， 与 上述两圆锥齿轮相邻的一圆锥齿轮与复位扭杆弹簧的一端固连， 复位扭杆 弹簧的另一端与车架固连。
上述汽车前、后悬挂为双横臂结构时， 前、后扭杆弹簧一端安装在前、 后悬架控制臂的上或下端横臂上， 另一端分别与差动装置中相对的两圆锥 齿轮固连， 前、 后两复位扭杆弹簧的一端分别与前、 后悬架控制臂的下或 上端横臂相连， 另一端分别与车架固连。
本发明的悬挂装置， 由于将同侧前、 后扭杆弹簧之间设置连接机构， 既在两扭杆弹簧端部安装了齿轮， 这样就使同侧前、 后扭杆弹簧之间可产 生联动， 可有效改善汽车行驶过程中， 在不平坦路面上的振动情况。 如果 前轮受到向上的力时， 通过与前轮相连的悬架控制臂将前轮的受力传递给 前扭杆弹簧， 此时前扭杆弹簧扭转变形， 通过安装在其端部的与后扭杆弹 簧端部的相互啮合的齿轮， 带动后扭杆弹簧扭转变形， 其变形方向与前扭 杆弹簧的方向相反， 通过与后扭杆弹簧相连的悬架控制臂， 将受力传递给 后轮， 这样前、 后轮受到的扭杆弹簧的作用力相反， 达到缓冲的作用， 大 约可抵消 1/2振幅， 降低了车身的水平振动。 如果前轮受到向下或后轮受 到向上或向下的力时， 力的传递过程与前轮受到向上的力相同， 通过前后 扭杆弹簧的作用， 可使汽车达到缓冲的作用， 大约可抵消 1/2振幅。 当前、 后轮的振动方向相反、 振幅相同， 前、 后扭杆弹簧扭转变形为零， 整个车 身的振动接近于零， 此时， 本发明的悬挂装置的减振效果最好， 汽车可保 持水平行驶状态。 当四个车轮不在同一平面时， 由于前、 后扭杆弹簧的反 向作用力， 使前、 后轮受到相同的力， 对角的车轮也就受到相同的力， 所 以此时车架和车身骨架不会受到扭力， 延长车辆的使用寿命。
附图说明
附图 1为本发明实施例一的结构示意图；
附图 2为本发明实施例二的结构示意图；
附图 3为本发明实施例三的结构示意图；
附图 4为本发明附图 3的 A向视图；
附图 5为本发明齿轮结构示意图；
附图 6为本发明实施例四的结构示意图；
附图 7为本发明实施例五的结构示意图；
附图 8为本发明实施例四中差动装置的结构示意图。
具体实施方式
实施例一：
如图 1所示， 前扭杆弹簧 3的上端与汽车前悬架的控制臂 1相连， 前 悬架的控制臂与车轮 2连接， 后扭杆弹簧 11的下端与后悬架的控制臂 12 相连， 左侧和右侧的前扭杆弹簧的下端和后扭杆弹簧的上端分别安装有齿 轮 7、 8， 上述同侧前、 后扭杆弹簧上的两对齿轮相互啮合。 两复位扭杆弹 簧 5的上端与车架 4固连， 下端安装有复位齿轮 10， 该复位齿轮 10与同 一侧后扭杆弹簧上的齿轮 8相互啮合， 上述左侧和右侧的三个扭杆弹簧分 别通过前扭杆弹簧轴承座 6、 后扭杆弹簧轴承座 9、 复位扭杆弹簧轴承座 13与车架相连。前、 后扭杆弹簧的两端可采用花键或键连接方式与悬架控 制臂及齿轮相连， 这样在前轮或后轮受力时， 通过相互啮合的两对齿轮， 使同侧的前、 后扭杆弹簧之间的扭转方向相反， 可抵消前后轮的受力， 减 小汽车的振动。
复位扭杆弹簧 5的作用是： 使前、 后扭杆弹簧在扭转变形后可迅速恢 复变形， 以减小汽车的振动和振幅。
为了减小汽车在刹车时的振幅， 在相互啮合的三个齿轮之间安装有与 刹车系统联动的装置， 通过该联动装置可实现在踩刹车的同时， 使相互啮 合的三个齿轮不产生相对运动。 该装置可采用现有的刹车装置， 如在三个 齿轮中的一个齿轮上安装钳式制动器或其他制动器。
实施例二：
在实施例一的结构基础上， 为了防止相互啮合的齿轮被各种杂质污 染， 影响其使用寿命， 如图 2所示， 将同侧相互啮合的三个齿轮放置在齿 轮箱 14中， 一方面改变齿轮的工作状况， 另一方面， 齿轮箱 14固定在车 架 4上后， 同侧的三个扭杆弹簧通过齿轮箱的定位， 可保证三个齿轮的相 互啮合情况， 并且省去了三对轴承座。 同时为了使前、 后扭杆弹簧在扭转 变形后迅速恢复变形， 安装了两个复位扭杆弹簧， 即前复位扭杆弹簧 5-1 和后复位扭杆弹簧 5-2。
实施例三：
在实施例二的结构基础上， 当前、 后悬架的控制臂为双横臂结构时， 如图 3、 4所示， 左右两侧的前扭杆弹簧 3上端安装在左右两侧的前悬架 控制臂 1的上端横臂 1-1上， 左右两侧的后扭杆弹簧 11的下端安装在左 右两侧的后悬架控制臂 12的上端横臂上， 复位扭杆弹簧 5 由两根前复位 扭杆弹簧 5-1和两根后复位扭杆弹簧 5-2组成， 前复位扭杆弹簧 5-1上端 与前悬架的控制臂 1的双横臂的下横臂 1-2相连， 后复位扭杆弹簧 5-2下 端与后悬架控制臂 12 的下横臂相连， 前复位扭杆弹簧的下端和后复位扭 杆弹簧的上端与车架 4固连， 这样就可在前、 后扭杆弹簧扭转变形后， 通 过前、 后复位扭杆弹簧的作用， 使前、 后控制臂迅速恢复原位。
在上述三个实施例中， 为了节约材料， 可将齿轮制作成扇形， 如图 5 所示。 同侧相互啮合的齿轮， 可根据其在空间的分布情况， 进行排列， 如 排列为三角形或上下排列等。
实施例四：
本实施例是在实施例二的结构基础上， 将同侧的三个齿轮由差动装置 15代替， 如图 6、 8所示， 差动装置采用目前汽车上使用的差动装置， 由 安装在壳体 15-1 内的相互啮合的四个圆锥齿轮组成， 差动装置的壳体固 定在车架 4上， 作为定位使用。 左右两侧的前扭杆弹簧 3的下端与第一圆 锥齿轮 15-2 固接， 左右两侧的后扭杆弹簧 11上端与第三圆锥齿轮 15-4 固连， 左、 右两侧的两复位扭杆弹簧 5的右、 左端分别固连在车架 4， 左、 右两侧的两复位扭杆弹簧 5 的另一端与第四圆锥齿轮 15-5相连， 第二圆 锥齿轮 15-3通过短轴安装定位在壳体内。
当前轮或后轮受到向上的力时， 带动前悬架控制臂 1或后悬架控制臂 12向上， 使前、 后扭杆弹簧扭转变形， 变形力通过差动装置中的圆锥齿轮 传递给左右复位扭杆弹簧， 使复位扭杆弹簧扭转变形， 由于差动装置的作 用， 使前后扭杆弹簧扭转变形的方向相反， 这样可抵消前后轮的受力， 减 小汽车的振动。
实施例五：
本实施例是在实施例四的结构基础上的改变， 当前、 后悬架的控制臂 为如图 4所示的双横臂结构时， 左、 右两侧的前扭杆弹簧 3的下端与第一 圆锥齿轮 15-2固接，左、右两侧的后扭杆弹簧 11上端与第三圆锥齿轮 15-4 固连， 左、 右两侧的上复位扭杆弹簧 5-1的下端分别固连在车架 4， 其上 端分别安装在左、 右两侧的前悬架控制臂 1的下端横臂 1-2上， 左、 右两 侧的下复位扭杆弹簧 5-2的上端分别固连在车架 4， 其下端安装在左、 右 两侧的后悬架控制臂 12的下端横臂上。

Claims

权 利 要 求
1、 一种扭杆式汽车悬挂装置， 包括安装在汽车前悬挂上的前扭杆弹 簧， 其特征在于在汽车后悬挂上安装有后扭杆弹簧 （11 )， 同一侧前、 后 两扭杆弹簧的相对端通过连接机构相互相连， 并通过定位装置与车架 （4) 相连。
2、 根据权利要求 1 所述的扭杆式汽车悬挂装置， 其特征在于上述连 接机构为分别固定安装在前、后扭杆弹簧相对端的齿轮，汽车同一侧的前、 后两扭杆弹簧上的齿轮相互啮合。
3、 根据权利要求 2 所述的扭杆式汽车悬挂装置， 其特征在于两复位 扭杆弹簧 （5) 的一端与车架 （4) 固定连接， 另一端固定安装有复位齿轮
( 10)， 该复位齿轮 （10) 与同一侧前、 后两扭杆弹簧上两相互啮合的齿 轮中的一个齿轮啮合。
4、 根据权利要求 2 所述的扭杆式汽车悬挂装置， 其特征在于上述汽 车前、 后悬挂为双横臂结构时， 前、 后扭杆弹簧一端安装在前、 后悬架控 制臂的上或下端横臂上， 前、 后两复位扭杆弹簧的一端分别与前、 后悬架 控制臂的下或上端横臂相连，前、后两复位扭杆弹簧的另一端与车架固连。
5、 根据权利要求 2或 3或 4所述的扭杆式汽车悬挂装置， 其特征在 于上述定位装置为齿轮箱 （14)， 相互啮合的齿轮安装在齿轮箱 （14) 内， 齿轮箱与车架 （4) 固连。
6、 根据权利要求 1 所述的扭杆式汽车悬挂装置， 其特征在于上述连 接机构为安装在汽车同一侧前、 后两扭杆弹簧之间的差动装置 （15 )， 定 位装置为差动装置 （15) 的壳体 （15-1 )， 该壳体 （15-1 ) 与车架 （4) 固 连。
7、 根据权利要求 6 所述的扭杆式汽车悬挂装置， 其特征在于上述差 动装置 （15) 中相对的两圆锥齿轮分别与前、 后两扭杆弹簧固连， 与上述 两圆锥齿轮相邻的一圆锥齿轮与复位扭杆弹簧 （5 ) 的一端固连， 复位扭 杆弹簧的另一端与车架 （4) 固连。 8、 根据权利要求 6 所述的扭杆式汽车悬挂装置， 其特征在于上述汽 车前、 后悬挂为双横臂结构时， 前、 后扭杆弹簧一端安装在前、 后悬架控 制臂的上或下端横臂上， 另一端分别与差动装置 （15 ) 中相对的两圆锥齿 轮固连， 前、 后两复位扭杆弹簧的一端分别与前、 后悬架控制臂的下或上 端横臂相连， 另一端分别与车架固连。
PCT/CN2009/070494 2008-02-23 2009-02-20 扭杆式汽车悬挂装置 WO2009103241A1 (zh)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US12/918,999 US8387999B2 (en) 2008-02-23 2009-02-20 Vehicular torsion bar suspension device
JP2010547031A JP2011514277A (ja) 2008-02-23 2009-02-20 トーションバー式車両サスペンション装置
EP09712575A EP2255981A4 (en) 2008-02-23 2009-02-20 TORSION BAR SUSPENSION DEVICE FOR VEHICLE

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN200810074135.7 2008-02-23
CN2008100741357A CN101229764B (zh) 2008-02-23 2008-02-23 扭杆式汽车悬挂装置

Publications (1)

Publication Number Publication Date
WO2009103241A1 true WO2009103241A1 (zh) 2009-08-27

Family

ID=39896687

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2009/070494 WO2009103241A1 (zh) 2008-02-23 2009-02-20 扭杆式汽车悬挂装置

Country Status (5)

Country Link
US (1) US8387999B2 (zh)
EP (1) EP2255981A4 (zh)
JP (1) JP2011514277A (zh)
CN (1) CN101229764B (zh)
WO (1) WO2009103241A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114030330A (zh) * 2021-11-16 2022-02-11 江阴市恒法瑞精密机械有限公司 一种减小扭力防剐蹭的汽车悬挂翻转限位装置

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101229764B (zh) * 2008-02-23 2010-10-20 李志东 扭杆式汽车悬挂装置
CN102463864A (zh) * 2010-11-10 2012-05-23 李志东 前后带扭杆的汽车悬挂装置
EP2503313B1 (en) * 2011-03-25 2016-01-06 Snap-on Equipment Srl a unico socio Device for measuring forces generated by an unbalance
US8899111B2 (en) * 2011-03-25 2014-12-02 Snap-On Equipment Srl A Unico Socio Device for measuring forces generated by an unbalance
US9932050B2 (en) 2012-07-13 2018-04-03 Kawasaki Jukogyo Kabushiki Kaisha Carbody support device and railway vehicle
CN102896991B (zh) * 2012-10-30 2015-06-03 管中林 车轮自调整全地形越野车底盘
EP2966652B1 (en) * 2014-07-08 2017-04-05 Ahlberg Cameras AB System and method for nuclear fuel assembly deformation measurement
CN104260607B (zh) * 2014-09-04 2017-02-15 管中林 一种轮式装甲、八轮相互转换减震装置
US10389940B2 (en) * 2015-07-02 2019-08-20 Mission Support and Test Services, LLC Passive method to measure strength of turbulence
DE202016008844U1 (de) * 2015-09-22 2020-01-31 Georgiy Volodymyrovych Beylin "AFW"-Fahrzeugaufhängung (Varianten)
CN107878140B (zh) * 2017-10-11 2020-12-08 北汽福田汽车股份有限公司 一种车辆
CN112428764B (zh) * 2020-11-30 2022-08-05 武汉理工大学 集成双扭杆纵臂式独立主动悬架的二自由度铰接底盘
CN113184003B (zh) * 2021-06-09 2023-10-13 中车株洲电力机车有限公司 一种轨道交通车辆转向架用抗侧滚装置
US20230074504A1 (en) * 2021-09-09 2023-03-09 Oshkosh Corporation Systems and methods for vehicle suspension assemblies
CN114069122B (zh) * 2021-11-23 2023-05-09 桂林航天工业学院 一种具有散热结构的新能源电池防护舱

Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2099819A (en) * 1934-03-10 1937-11-23 Mercier Pierre Ernest Vehicle suspension
GB529739A (en) * 1939-06-02 1940-11-27 Norman Salmon Improvements in or relating to vehicle suspensions
FR997849A (fr) * 1945-08-08 1952-01-10 Système et procédé de suspension de véhicules
US3386751A (en) * 1966-04-25 1968-06-04 Ford Motor Co Vehicle variably interconnected suspension system
CN1129177A (zh) * 1995-10-23 1996-08-21 李志东 汽车的悬挂装置
CN1148362A (zh) * 1994-03-15 1997-04-23 动力有限公司 具有中间联接扭杆的悬架
JP2002254914A (ja) * 2001-03-02 2002-09-11 Takenaka Komuten Co Ltd 車両のサスペンションシステム
CN1718460A (zh) * 2005-08-08 2006-01-11 吉林大学 汽车消扭悬架
EP1655159A1 (en) * 2004-11-03 2006-05-10 C.R.F. Società Consortile per Azioni Suspension system with longitudinal interconnection for a vehicle
JP2006327561A (ja) * 2005-05-24 2006-12-07 Ryuichi Ishikawa 車輌の姿勢変化を減少させる方法
CN1962297A (zh) * 2005-11-10 2007-05-16 中国人民解放军总装备部军械技术研究所 双摆臂联动悬架
CN101229764A (zh) * 2008-02-23 2008-07-30 李志东 扭杆式汽车悬挂装置
CN201161539Y (zh) * 2008-02-23 2008-12-10 李欣 扭杆式汽车悬挂装置

Family Cites Families (46)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1297325A (en) * 1917-11-22 1919-03-18 Charles W Whelpley Vehicle suspension.
FR767598A (fr) * 1934-01-24 1934-07-20 Citroen Sa Perfectionnements au montage des roues de voitures automobiles ou autres véhicules
US2083381A (en) * 1934-05-08 1937-06-08 Packard Motor Car Co Motor vehicle
US2469566A (en) * 1945-06-18 1949-05-10 John J Low Spring suspension for vehicle trucks
US2479572A (en) * 1946-11-06 1949-08-23 Hickman Ind Inc Spring suspension for tandem axles
US2607610A (en) * 1946-12-28 1952-08-19 William D Allison Spring suspension for motor vehicles
US2788982A (en) * 1952-08-15 1957-04-16 William D Allison Torsional spring suspension for motor vehicles
US2853310A (en) * 1954-03-01 1958-09-23 William D Allison Load compensating spring suspension for motor vehicles
DE1039374B (de) * 1954-07-02 1958-09-18 Daimler Benz Ag Drehstabfederung, insbesondere fuer Kraftfahrzeuge
US2824750A (en) * 1954-08-05 1958-02-25 Studebaker Packard Corp Torsion bar wheel suspension
US2876019A (en) * 1954-12-06 1959-03-03 William D Allison Inertia control means for load compensator mechanism
US2906543A (en) * 1954-12-15 1959-09-29 Gen Motors Corp Interconnected torsion bar suspension
DE1043101B (de) * 1955-06-24 1958-11-06 Daimler Benz Ag Abfederung eines Fahrzeuges, insbesondere Kraftfahrzeuges
US2794651A (en) * 1955-06-30 1957-06-04 Kolbe Joachim Torsional acceleration hinge suspension for banking and nonbanking vehicles
US2818273A (en) * 1956-08-23 1957-12-31 Peter R Weihsmann Motor vehicle with variable ground clearance suspension sensitive to speed
US2893750A (en) * 1956-09-06 1959-07-07 William D Allison Torsional spring suspension for vehicles
GB926830A (en) * 1961-01-25 1963-05-22 Volvo Ab Improved stabilizing system for vehicles
DE1231578B (de) * 1963-04-09 1966-12-29 Umberto Tremea Ausgleichfederung fuer Strassenfahrzeuge mit an Schwinghebeln aufgehaengten Laufraedern
US3419101A (en) * 1967-03-23 1968-12-31 Ford Motor Co Interconnected vehicle suspension having rear trailing arms
BE784801A (fr) * 1971-06-23 1972-10-02 Citroen Sa Suspension d'un groupe de roues munie d'un tirant d'assemblage
US4022494A (en) * 1975-07-07 1977-05-10 Ford Motor Company Motor vehicle rear suspension system
US3990725A (en) * 1975-07-07 1976-11-09 Ford Motor Company Independent front suspension for a motor vehicle
US3992026A (en) * 1975-07-07 1976-11-16 Ford Motor Company Interconnected suspension for a motor vehicle
US4546997A (en) * 1983-07-28 1985-10-15 John Shuttleworth Vehicle steering and suspension system
US4781364A (en) * 1983-10-14 1988-11-01 General Motors Corporation Elastic beam-torsion rod connection
US4915409A (en) * 1987-04-06 1990-04-10 Johannes Schuit Multi-pivot vehicle suspension
US4793630A (en) * 1987-04-06 1988-12-27 Johannes Schuit Multi-pivot vehicle suspension
US5161818A (en) * 1989-07-25 1992-11-10 Kopieczek Anthony M J Lateral compound torsion suspension
JPH05155225A (ja) * 1991-12-02 1993-06-22 Toyota Motor Corp トーションバーを備えた車輌の車高調整装置
DE4327304C2 (de) * 1992-08-19 2002-09-19 Yorozu Jidosha Kogyo Kk Aufhängungssystem für ein Kraftfahrzeug
US5354041A (en) * 1992-12-30 1994-10-11 Edwards Roger W Torsion bar stiffener
TW355699B (en) * 1995-08-21 1999-04-11 Kiectic Ltd Vehicular suspension systems
US5687960A (en) * 1996-04-12 1997-11-18 Hyundai Motor Company Torsion bar assembly for vehicle suspension system
JPH10157436A (ja) * 1996-11-30 1998-06-16 Hino Motors Ltd 前二軸車のサスペンション装置
CA2275750A1 (en) * 1996-12-24 1998-07-02 Kinetic Limited Passive vehicular suspension system including a roll control mechanism
AUPO748897A0 (en) * 1997-06-20 1997-07-17 Kinetic Limited Vehicle suspension system
US6454284B1 (en) * 1999-07-14 2002-09-24 General Motors Corporation Torsion bar suspension with power height adjustment
KR100345120B1 (ko) * 1999-12-23 2002-07-24 현대자동차주식회사 자동차의 앤티 롤 시스템
US6425594B1 (en) * 2000-05-24 2002-07-30 Meritor Light Vehicle Technology, Llc Torsion bar with multiple arm adjusters for a vehicle suspension system
DE20303107U1 (de) * 2003-02-26 2003-07-24 Trw Fahrwerksyst Gmbh & Co Stabilisator-Baugruppe
US7748721B2 (en) * 2006-03-23 2010-07-06 Verbowski Larry J Supplemental suspension system and method of use
US7625001B2 (en) * 2006-05-12 2009-12-01 Arvinmeritor Technology, Llc Single and tandem shunted torsion bar suspensions
DE102006061984B3 (de) * 2006-12-21 2008-02-28 Thyssenkrupp Bilstein Suspension Gmbh Radaufhängung für ein Kraftfahrzeug
DE102006061985B4 (de) * 2006-12-21 2010-05-27 Thyssenkrupp Bilstein Suspension Gmbh Radaufhängung für ein Kraftfahrzeug
CN100478212C (zh) * 2007-04-25 2009-04-15 哈尔滨工业大学 四轮或六轮差动-扭杆弹簧悬架式车载机构
GB2470052A (en) * 2009-05-07 2010-11-10 Ricardo Uk Ltd Vehicle chassis, vehicle body and vehicle suspension

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2099819A (en) * 1934-03-10 1937-11-23 Mercier Pierre Ernest Vehicle suspension
GB529739A (en) * 1939-06-02 1940-11-27 Norman Salmon Improvements in or relating to vehicle suspensions
FR997849A (fr) * 1945-08-08 1952-01-10 Système et procédé de suspension de véhicules
US3386751A (en) * 1966-04-25 1968-06-04 Ford Motor Co Vehicle variably interconnected suspension system
CN1148362A (zh) * 1994-03-15 1997-04-23 动力有限公司 具有中间联接扭杆的悬架
CN1129177A (zh) * 1995-10-23 1996-08-21 李志东 汽车的悬挂装置
JP2002254914A (ja) * 2001-03-02 2002-09-11 Takenaka Komuten Co Ltd 車両のサスペンションシステム
EP1655159A1 (en) * 2004-11-03 2006-05-10 C.R.F. Società Consortile per Azioni Suspension system with longitudinal interconnection for a vehicle
JP2006327561A (ja) * 2005-05-24 2006-12-07 Ryuichi Ishikawa 車輌の姿勢変化を減少させる方法
CN1718460A (zh) * 2005-08-08 2006-01-11 吉林大学 汽车消扭悬架
CN1962297A (zh) * 2005-11-10 2007-05-16 中国人民解放军总装备部军械技术研究所 双摆臂联动悬架
CN101229764A (zh) * 2008-02-23 2008-07-30 李志东 扭杆式汽车悬挂装置
CN201161539Y (zh) * 2008-02-23 2008-12-10 李欣 扭杆式汽车悬挂装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114030330A (zh) * 2021-11-16 2022-02-11 江阴市恒法瑞精密机械有限公司 一种减小扭力防剐蹭的汽车悬挂翻转限位装置
CN114030330B (zh) * 2021-11-16 2023-08-11 江阴市恒法瑞精密机械有限公司 一种减小扭力防剐蹭的汽车悬挂翻转限位装置

Also Published As

Publication number Publication date
US8387999B2 (en) 2013-03-05
CN101229764B (zh) 2010-10-20
CN101229764A (zh) 2008-07-30
US20110001301A1 (en) 2011-01-06
EP2255981A1 (en) 2010-12-01
EP2255981A4 (en) 2012-01-18
JP2011514277A (ja) 2011-05-06

Similar Documents

Publication Publication Date Title
WO2009103241A1 (zh) 扭杆式汽车悬挂装置
US8562009B2 (en) Suspension arrangement for a wheel suspension of a motor vehicle
JP2013103706A (ja) 三輪車の後輪サスペンション
WO2014082465A1 (zh) 一种多连杆悬架结构
CN201400063Y (zh) 汽车后悬架系统
JP2010228544A (ja) 車両用サスペンション装置
CN210760117U (zh) 五连杆后悬架及具有该后悬架的车辆结构
JP3152937U (ja) トライクキット
CN201161539Y (zh) 扭杆式汽车悬挂装置
CN210113163U (zh) 重型卡车驾驶室前悬置系统
CN103692876A (zh) 汽车悬架
CN101941366B (zh) 扭杆式汽车悬挂装置
CN103057371A (zh) 汽车空气弹簧独立悬架装置
CN107804129B (zh) 一种多连杆后悬架系统和车辆
CN102463864A (zh) 前后带扭杆的汽车悬挂装置
KR100369041B1 (ko) 버스의 리어현가장치
CN207328021U (zh) 一种机动车的车轮独立悬挂减震结构
CN115195923B (zh) 一种三轮车底盘及电动三轮车
KR100527720B1 (ko) 버스용 후륜 현가장치
KR20230124375A (ko) 지상고 조절이 가능한 토션바형 차량용 충격 흡수장치
CN207328029U (zh) 一种汽车减震结构
CN109986921B (zh) 一种柔性减震汽车底盘结构
JP5365480B2 (ja) 車両のトーションビーム式サスペンション
CN208558931U (zh) 一种车轮独立悬挂避震机构
KR20090049200A (ko) 자동차의 현가장치

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 09712575

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 12918999

Country of ref document: US

Ref document number: 2010547031

Country of ref document: JP

NENP Non-entry into the national phase

Ref country code: DE

WWE Wipo information: entry into national phase

Ref document number: 2009712575

Country of ref document: EP