WO2013041284A1 - Ressort à lame - Google Patents

Ressort à lame Download PDF

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Publication number
WO2013041284A1
WO2013041284A1 PCT/EP2012/065143 EP2012065143W WO2013041284A1 WO 2013041284 A1 WO2013041284 A1 WO 2013041284A1 EP 2012065143 W EP2012065143 W EP 2012065143W WO 2013041284 A1 WO2013041284 A1 WO 2013041284A1
Authority
WO
WIPO (PCT)
Prior art keywords
spring
leaf spring
curvature
transverse leaf
wheel
Prior art date
Application number
PCT/EP2012/065143
Other languages
German (de)
English (en)
Inventor
Gabriele Fruhmann
Thomas RUPFLIN
Volker Wagner
Udo Piram
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 WO2013041284A1 publication Critical patent/WO2013041284A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
    • F16F1/18—Leaf springs
    • F16F1/185—Leaf springs characterised by shape or design of individual leaves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/08—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only arranged substantially transverse to the longitudinal axis of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/10—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
    • 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
    • B60G2202/11—Leaf spring
    • B60G2202/114—Leaf spring transversally arranged
    • 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
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/121—Mounting of leaf springs

Definitions

  • the present invention relates to a spring, in particular a transverse leaf spring, according to the preamble of claim 1, and a chassis with a spring according to claim 1 1. Further, the invention is concerned with the use of a spring according to claim 9 and a method for determining a trajectory of a spring according to claim 10.
  • the leaf spring consists of a resilient material, such as metal and / or plastic and / or composite materials and has an elongated, mostly bar-shaped shape with at least two ends.
  • the leaf spring is horizontally disposed as a transverse leaf spring transverse to the vehicle longitudinal axis on the vehicle body and / or mounted on a subframe, wherein the transverse leaf spring can be held at one or more central areas on the subframe or the vehicle body and so perform the two ends of a substantially vertical spring movement can.
  • the areas where the spring, for example by means of bearings, to the vehicle body and / or the subframe is attached, are hereinafter referred to as mounting areas.
  • the wheel carrier are suitable to attach a vehicle. If a wheel is then pressed vertically in the direction of the vehicle bodywork, for example due to road bumps, the wheel thus springs in, then the wheel moves on the basis of the transverse leaf spring on a complex path in the direction of the vehicle body. As a result, the track width between the two wheels, the track and camber angle of the spring-loaded wheel, as well as the wheelbase between the front and rear wheels change. The spring properties thus change the driving behavior of the vehicle.
  • transverse leaf spring is used together with a further link which acts on a point offset to the articulation point of the transverse leaf spring point on the wheel, so this trajectory and thus the movement of the wheels during compression and rebounding changes during compression and rebound because the wheel-side end of the handlebar during compression of the wheel moves on a different path than the wheel-side end of the transverse leaf spring.
  • This change in position occurs essentially also when using longitudinal leaf springs together with another handlebar.
  • the transverse leaf spring is deformed by the compression of the wheel.
  • An object of the present invention is to be able to adapt the leaf spring to the desired spring properties.
  • a further object of the invention may be in particular to influence the displacement of the leaf spring ends during compression both when using a wheel and two wheels.
  • the object is achieved by a spring, in particular a transverse leaf spring, comprising a first and a second end and a first and a second fastening region, wherein the spring has a weaker curvature between the first end and the first fastening region than between the two fastening regions.
  • the curvature between the first end and the first attachment region and the curvature between the first attachment region and the second attachment region have the same sign.
  • a change in the spring behavior of a spring in particular a transverse leaf spring can be caused by the change in the curvature of the spring course between the two attachment areas.
  • a curvature between the two fasteners causes a compression of a first wheel in different ways to the compression of the opposite wheel.
  • it can be influenced by the curvature between the attachment regions, whether and in what manner the wheels deflect in a different manner, in particular on a different path, depending on whether both wheels simultaneously or separately spring inward.
  • functions of a stabilizer can be taken over by the transverse leaf spring.
  • the mean curvature between the attachment areas is smaller or larger than the mean curvature between the ends of the spring and the respectively adjacent attachment areas.
  • the median of the curvature of the spring between the attachment portions may be smaller or larger than the median of the curvature of the spring between the spring ends and the respective adjacent attachment portions. It is also within the scope of the invention if the maximum of the curvature or of the amount of curvature between the attachment regions is smaller or larger than the maximum of the curvature or the amount of curvature between the ends and the respectively adjacent attachment regions.
  • the course of the spring and / or the curvature of the spring can be defined on the basis of the center line and / or the neutral fiber of the spring.
  • the outer contours of the spring can follow the center line and / or the neutral fiber or the outer contours are not or only on one or more sides parallel to the neutral fiber out.
  • the spring has different cross-sections along its course.
  • the spring may have a wider cross-section in a central region while the axis is narrower at the ends.
  • the spring bulges and / or recesses may have.
  • the spring can be adapted to the different loads along its course.
  • the bulges and / or recesses can be used to connect other components, such as bearings with the spring.
  • the spring has a greater curvature in the constructional position between the attachment areas than between the ends of the spring and the respective next attachment areas. Under the construction situation is here understood the position of the spring, which occupies the spring in a vehicle in the empty state, the vehicle is on a horizontal plane.
  • this also applies additionally or solely for the spring in production position. Under the manufacturing situation is understood the state of the unloaded spring, especially if it is not installed in a vehicle.
  • the spring in the transverse plane of the vehicle and / or in the spring plane has a greater or lesser curvature between the ends and the next attachment areas than between the two attachment areas. It was recognized that the spring in addition to the curvature in the spring plane can also have curvature components in other directions. By such bends in other directions, the spring can be adapted to the installation space of the vehicle and, for example, be guided around existing components.
  • the spring plane is understood to mean the surface which is spanned by the spring ends and the fastening regions.
  • the spring plane can also be understood as the vehicle transverse plane or a plane parallel thereto.
  • the vehicle transverse plane is the plane which is spanned by the vehicle vertical axis and the vehicle transverse axis.
  • the spring in particular in an unloaded state, such as the manufacturing position, and / or the construction position formed symmetrically.
  • the spring is in the unloaded state, such as the production position, and / or in the construction position symmetrical to the vehicle longitudinal plane, which is defined by the vehicle longitudinal axis and the vehicle vertical axis.
  • the spring may be symmetrical to a plane which is parallel to the vehicle longitudinal plane.
  • the spring is at least partially made of a plastic, a metal and / or a fiber composite material, such as glass fiber reinforced plastic. These materials give the spring elastic properties and allow a spring with low weight.
  • the course of the spring in or on in each case a fastening region in each case two turning points.
  • the sign of the curvature changes. Due to the sign changes, a smooth transition of the curvature in the attachment areas can be realized. These transitions allow for easier fabrication of composite springs and more stable and durable composite springs.
  • At the first and second ends, at least one wheel carrier can be used to guide one wheel in each case in a wheel-guiding manner. It was further recognized that such a curved spring can also be used raditzd. In order to secure the wheels to the ends of the spring, wheel carriers can be used, to which the spring, but also other handlebars and / or dampers can be attached.
  • the spring is preferably curved in such a way that the center points of the spring curvature are located on the side of the spring facing away from the vehicle body. This can also apply to the projection of the spring on the vehicle transverse plane.
  • the spring ends are further removed from the vehicle body than the central region by these curvatures.
  • the spring ends can be arranged in the vicinity of the wheel centers.
  • the curvature of a spring in particular a transverse leaf spring, can be used to set the trajectory of wheels mounted on the spring during compression.
  • the spring can have a first curvature between two attachment regions, which differs from a second curvature of the spring between a first end and one of the attachment regions.
  • the first curvature is greater than the second curvature.
  • the curvature of the spring between the first end and the attachment region adjacent to the first end is equal to the curvature of the spring between a second end and the attachment region adjacent to the second end.
  • a method for determining a path of movement of a wheel during compression of the wheel is preferably characterized in that a curvature of a wheel-guiding transverse leaf spring between two attachment regions differs from a curvature of the spring between a first end and one of the attachment regions.
  • the invention also relates to a chassis comprising a leaf spring, in particular a transverse leaf spring, which has a first curvature between a first leaf spring end and a first fastening area, a second curvature between a second leaf spring end and a second fastening area and a third curvature between the two fastening areas.
  • the third curvature is different from the other two curvatures.
  • the first curvature and the second curvature are the same.
  • the leaf spring can be configured radched and replace several other components, such as suspension arms.
  • the leaf spring can be secured by means of two elastic bearings on the vehicle body and thus allow a reliable connection with the vehicle body.
  • the course of the leaf spring deviates a maximum of 0.05% to 10% of the total length from the normal course.
  • the normal course is determined by the first and second curvature of the neutral fiber and / or the center line of the spring. The deviation is perpendicular to the connecting line between the two ends of the leaf spring.
  • the leaf spring deviates 0.05% - 2.5%, preferably 0.05% to 1% of the total length from the normal course.
  • the course of the leaf spring preferably deviates centrally between the two central connecting areas by a value of 0.25% to 10% of the distance between the two central connecting areas of the Normaiver- run of the leaf spring. It can also defined as a normal course of the leaf spring, the course corresponding to the course of a uniformly shaped rod, which is loaded at its two ends in each case with equal forces, wherein the rod is fixed in its center at the same distance from the two ends.
  • the maximum deviation of the leaf spring from the normal course is preferably in the middle of the leaf spring.
  • Fig. 1 is a transverse leaf spring according to the prior art
  • Fig. 2 is a transverse leaf spring with varied height
  • Fig. 3 shows another transverse leaf spring with varied height
  • FIG. 4 shows a third transverse leaf spring with a varied height.
  • FIG. 5 shows a transverse leaf spring with different curvatures.
  • Figure 7 is a transverse leaf spring with an increased curvature in the central region.
  • Fig. 8 is a transverse leaf spring with concave curvature and varied
  • Fig. 9 is a diagram showing the different movements
  • transverse leaf spring shows the outer ends of the transverse leaf spring shows; 10 shows a chassis with a wheel-guiding transverse leaf spring.
  • Fig. 1 a chassis with a transverse leaf spring together with a rigid axle;
  • Fig. 12a a chassis with a transverse leaf spring and two other links
  • FIG. 12b shows a transverse leaf spring according to FIG. 12a from the front / rear;
  • FIG. 13a shows a chassis according to FIG. 12 with both wheels being spring-loaded
  • Fig. 13b is a transverse leaf spring of FIG. 13 from the front / rear.
  • Fig. 1 shows a transverse leaf spring 1 for suspension of two opposing wheels 15.
  • the transverse leaf spring 1 in this case has a curvature in a plane (here in the drawing plane).
  • the curvature also called normal curvature in the following, corresponds to a curvature which would assume a uniformly shaped beam, which is rotatably fixed in the middle horizontally at two points and is loaded at the two ends with equal forces.
  • the transverse leaf spring 1 assumes this curvature, in particular in an unloaded state.
  • the center line 13 of the transverse leaf spring 1 that is to say the line which has the same spacing along the longitudinal axis of the transverse leaf spring 1 from the outer surface, thus curves.
  • the neutral fiber of the transverse leaf spring 1 that is, the line whose length does not change during a bending operation, can be curved as described above.
  • the transverse leaf spring 1 has the same cross section over the entire length. The height and the width of the transverse leaf spring 1 remain constant over the course of the transverse leaf spring.
  • the transverse leaf spring 1 may be made of a variety of materials and material combinations, preferably the transverse leaf spring 1 is made of a composite material, such as glass fiber reinforced plastic. In particular, the glass fibers are approximately in the longitudinal direction of the transverse leaf spring. 1
  • the transverse leaf spring 1 has at the two ends 5, 7 each have a bearing 9, 1 0 for at least functional attachment of the wheel carrier 14 on the transverse leaf spring first
  • the wheel carrier 14 can be fixed directly or via one or more intermediate elements to the bearings 9, 1 0 and so the corresponding wheel 1 5 be connected to the transverse leaf spring 1.
  • the transverse leaf spring 1 furthermore has a first 6 and a second connecting region 8.
  • the connecting regions 6, 8 are designed such that the transverse leaf spring 1 can be enclosed by connecting means 11 at these connecting regions 6, 8.
  • the connecting portions 6, 8 can have a constant cross section, and also thickening of the transverse leaf spring 1 at the edge of the connecting portions 1 1 are possible to limit the connecting portions 6, 8 and thus also the movement of the transverse leaf spring 1 with respect to the connecting means 1 1.
  • the transverse leaf spring 1 has two connecting portions 6, 8, which are arranged spaced from each other.
  • the connecting regions 6, 8 are arranged on the transverse leaf spring such that the distance between the first connecting region 6 and the first end 5 of the transverse leaf spring 1 corresponds to the distance between the second connecting region 8 and the second end 7 of the transverse leaf spring 1.
  • the connecting means 1 1 fix the transverse leaf spring 1 with respect to the vehicle body 1 6.
  • the connecting means 1 1 may preferably be designed such that the transverse leaf spring 1 is pivotable, in particular in the plane of curvature and / or around the center or approximately the center of the respective connecting means 1 1, is held by the connecting means 1 1.
  • a connecting means 1 1 which has a cylindrical Au DTelement.
  • the Au DTelement consists of two semi-cylindrical Au .chalen, which composite the Au delement arise.
  • the Au delement is particularly firmly connected to the vehicle body 1 6.
  • the Au noxelement surrounds a retaining element made of rubber, which also can consist of several parts and surrounds the transverse leaf spring 1 in the circumferential direction.
  • the transverse leaf spring 1 can be mounted slightly movable on the vehicle body 1 6.
  • FIGs 2 to 4 show schematic representations of transverse leaf springs 1, wherein the cross section along the transverse leaf spring 1 changes.
  • the transverse leaf springs 1 are in the basic configuration similar to the transverse leaf spring 1 of Figure 1.
  • the transverse leaf springs 1 according to FIGS. 2 to 4 are mirror-symmetrical to a plane which extends centrally between the two ends of the transverse leaf spring 1 and is perpendicular to the connecting line between the two ends 5, 7.
  • the height of the transverse leaf spring 1 being constant between the first end 5 and the first connection region 6 and between the second end 7 and the second connection region 8 along the transverse leaf spring 1.
  • the height of the transverse leaf spring 1 tapers symmetrically with respect to the plane of symmetry 1 2, wherein in the plane of symmetry 1 2 is the point with the smallest cross section or the point with the smallest height.
  • the width of the transverse leaf spring cross section can remain the same or vary. In particular, the course of the width is symmetrical with respect to the plane of symmetry 1 2.
  • Fig. 3 shows a schematic representation of a transverse leaf spring 1, wherein the transverse leaf spring 1 between the two connecting portions 6,8 has a constant cross section and the cross section, in particular the height of the transverse leaf spring 1 from the first connecting portion 6 to the first end 5 decreases steadily.
  • the cross section of the transverse leaf spring between the connecting region 8 and the second end 7 decreases in the direction of the second bearing 7.
  • Fig. 4 shows a schematic representation of a transverse leaf spring 1, wherein the transverse leaf spring 1 between the first end 5 of the transverse leaf spring 1 and the first connecting portion 6 of the transverse leaf spring has a first region 2, in which the transverse leaf spring has a constant cross-section.
  • FIG. 5 shows a transverse leaf spring 1 whose center line and / or its neutral fiber in the first region 2 has a curvature.
  • the transverse leaf spring 1 is shown in Fig. 5 in an unloaded state or in construction position.
  • the first region 2 extends from the first end 5 of the transverse leaf spring 1 to the first connection region 6 of the transverse leaf spring 1.
  • the curvature of the transverse leaf spring 1 in the first region 2 corresponds to a normal curvature.
  • the center line 13 and / or neutral fiber of the transverse leaf spring 1 is curved in a second region 3 extending from the second end 7 to the second connection region 8 according to the normal curvature.
  • the transverse leaf spring 1 is constructed in total mirror-symmetrical to provide 15 for the two opposing sprung wheels same spring characteristics.
  • the center line 13 and / or neutral fiber of the transverse leaf spring 1 has, in a third region 4, a curvature which has the same sign as the normal curvature, but is less than the normal curvature.
  • the center line 13 and / or neutral fiber may also have a straight course in this area.
  • the third region 4 extends between the two connecting regions 6, 8.
  • the transverse leaf spring 1 in this particular exemplary embodiment has a cross section which changes along the third region 4. In this case, the change in cross section is mirror-symmetrical with respect to the plane of symmetry 12 and in the plane of symmetry 12, the transverse leaf spring 1 has the greatest height.
  • Fig. 6 shows the embodiment of a transverse leaf spring 1 with a uniform cross section.
  • the center line 13 and / or the neutral fiber of the transverse leaf spring 1 has, in the first 2 and second region 3, a course which corresponds to the normal curvature defined above. In the third region 4, the center line 13 and / or the neutral fiber has a curvature which has an opposite sign to the normal curvature. In the installed state, the transverse leaf spring 1 is curved away from the vehicle body 16 in this area.
  • FIG. 7 shows an embodiment of a transverse leaf spring 1 with a uniform cross section along the longitudinal axis of the transverse leaf spring 1.
  • the center line 13 and / or the neutral fiber of the transverse leaf spring 1 in the first 2 and second region 3 is curved in accordance with the normal curvature.
  • the center line 13 of the transverse leaf spring 1 has a greater curvature than the normal curvature.
  • Fig. 8 shows an embodiment of a transverse leaf spring 1, which has a normal curvature provided with the opposite sign in the third region 2 counter-curvature, wherein the height of the transverse leaf spring 1 decreases in the third region to the plane of symmetry 12 of the transverse leaf spring 1 out.
  • the z-axis indicates the displacement of the two ends of the transverse leaf spring in vehicle vertical direction (z-direction) with constant storage.
  • Ay denotes the difference of the y-displacement of the transverse leaf spring ends in mutual movement of the transverse leaf spring ends against the y-displacement in an equilateral movement of the transverse leaf spring ends.
  • Ay 0, the difference of the y-displacement in a normal curved transverse leaf spring is defined here.
  • Ay> 0 denotes a difference, wherein the transverse leaf spring is longer in a reciprocal deflection than in the normalgekrümmten spring.
  • the curve A indicates the behavior of a transverse leaf spring according to Figure 7
  • the curve C denotes the behavior of a transverse leaf spring according to Fig.5.
  • Fig. 10 shows schematically a vehicle with a leaf spring 1 for suspension of two wheels, wherein the vehicle longitudinal direction is perpendicular to the plane of the drawing.
  • the leaf spring 1 is formed as a transverse leaf spring 1 and extends perpendicular to the vehicle longitudinal axis, wherein the two ends 5, 7 of the transverse leaf spring are arranged on or in the region of the longitudinal sides of the vehicle.
  • the transverse leaf spring 1 has two spaced connecting regions 6, 8. At these connection regions 6, 8, the transverse leaf spring is connected via connecting means 1 1 with the vehicle body 16.
  • the transverse leaf spring 1 has a convex curvature against the vehicle body 1 6. This curvature corresponds in the relaxed state of the transverse leaf spring 1 of the normal curvature, as described above.
  • the transverse leaf spring 1 is substantially straight in this case and extends horizontally between the two connecting regions 6, 8.
  • a first wheel carrier 14 is arranged, on which a wheel 15 is rotatably mounted.
  • a second wheel carrier 14 is arranged, on which a wheel 15 is rotatably mounted.
  • Fig. 1 1 shows a further vehicle in a schematic representation.
  • the transverse leaf spring 1 is connected at its ends to the vehicle body 1 6.
  • the transverse leaf spring 1 is provided with a rigid axle 18, at the ends of the wheel carrier are arranged.
  • Fig. 12 a shows a chassis, wherein the wheel carriers are guided by both wishbone, as well as by the transverse leaf spring.
  • Fig. 12b shows the transverse leaf spring in its course, when the wheels are not deflected.
  • Fig. 13a shows the chassis of FIG. 12 from above, with sprung wheels.
  • the change in the track by the y-displacement of the transverse leaf spring ends and the leadership of the wheel through the wishbone clearly.
  • Fig. 13b shows the corresponding course of the transverse leaf spring from behind.

Abstract

L'invention concerne un ressort à lame (1) destiné à mettre en œuvre la suspension d'au moins une roue (15) d'un véhicule, le ressort à lame (1) comportant au moins une première zone (2), une deuxième zone (3) et une troisième zone (4) courbées, la courbure de la troisième zone (4) se différenciant de la courbure des première et deuxième zones (2, 3) et la troisième zone (4) se situant le long du ressort à lame (1) entre la première zone (2) et la deuxième zone (3).
PCT/EP2012/065143 2011-09-22 2012-08-02 Ressort à lame WO2013041284A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201110083227 DE102011083227A1 (de) 2011-09-22 2011-09-22 Blattfeder
DE102011083227.0 2011-09-22

Publications (1)

Publication Number Publication Date
WO2013041284A1 true WO2013041284A1 (fr) 2013-03-28

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ID=46651484

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/065143 WO2013041284A1 (fr) 2011-09-22 2012-08-02 Ressort à lame

Country Status (2)

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DE (1) DE102011083227A1 (fr)
WO (1) WO2013041284A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20230011251A1 (en) * 2021-07-07 2023-01-12 Hyundai Mobis Co., Ltd. Suspension for vehicle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015225824A1 (de) 2015-12-17 2017-06-22 Zf Friedrichshafen Ag Querblattfedersystem
DE102017201277A1 (de) 2017-01-26 2018-07-26 Bayerische Motoren Werke Aktiengesellschaft Querblattfeder für eine Achse eines Fahrzeugs, Achse für ein Fahrzeug und Fahrzeug

Citations (6)

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Publication number Priority date Publication date Assignee Title
US607886A (en) * 1898-07-26 Carriage-spring
GB294064A (en) * 1928-01-03 1928-07-19 Charles Roose Vehicle springs
US3197190A (en) * 1964-04-30 1965-07-27 Richard T Miyashiro Vehicle coil spring stiffener
US4458915A (en) * 1980-11-19 1984-07-10 Ford Motor Company Motor vehicle wheel suspension
GB2375744A (en) * 2001-05-22 2002-11-27 Visteon Global Tech Inc Integrated rear wheel suspension system
GB2378686A (en) * 2001-08-13 2003-02-19 Visteon Global Tech Inc Integrated cross-car suspension system with MacPherson struts

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Publication number Priority date Publication date Assignee Title
JP2612642B2 (ja) * 1991-01-17 1997-05-21 本田技研工業株式会社 横置きリーフスプリング式懸架装置
JP3108841B2 (ja) * 1993-07-28 2000-11-13 ヤンマー農機株式会社 コンバイン
EP1080953A1 (fr) * 1999-09-03 2001-03-07 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Suspension de roue d'un véhicule automobile à ressort à lame guidant la roue

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US607886A (en) * 1898-07-26 Carriage-spring
GB294064A (en) * 1928-01-03 1928-07-19 Charles Roose Vehicle springs
US3197190A (en) * 1964-04-30 1965-07-27 Richard T Miyashiro Vehicle coil spring stiffener
US4458915A (en) * 1980-11-19 1984-07-10 Ford Motor Company Motor vehicle wheel suspension
GB2375744A (en) * 2001-05-22 2002-11-27 Visteon Global Tech Inc Integrated rear wheel suspension system
GB2378686A (en) * 2001-08-13 2003-02-19 Visteon Global Tech Inc Integrated cross-car suspension system with MacPherson struts

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20230011251A1 (en) * 2021-07-07 2023-01-12 Hyundai Mobis Co., Ltd. Suspension for vehicle
US11660923B2 (en) * 2021-07-07 2023-05-30 Hyundai Mobis Co., Ltd. Suspension for vehicle

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