WO2016096294A1 - Élément de liaison entre un ressort à lame transversale et un support de roue d'une suspension de roue de véhicule automobile - Google Patents

Élément de liaison entre un ressort à lame transversale et un support de roue d'une suspension de roue de véhicule automobile Download PDF

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Publication number
WO2016096294A1
WO2016096294A1 PCT/EP2015/076900 EP2015076900W WO2016096294A1 WO 2016096294 A1 WO2016096294 A1 WO 2016096294A1 EP 2015076900 W EP2015076900 W EP 2015076900W WO 2016096294 A1 WO2016096294 A1 WO 2016096294A1
Authority
WO
WIPO (PCT)
Prior art keywords
leaf spring
transverse
connecting element
vehicle
transverse leaf
Prior art date
Application number
PCT/EP2015/076900
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 WO2016096294A1 publication Critical patent/WO2016096294A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/008—Attaching arms to unsprung part of vehicle
    • 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
    • F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
    • F16F1/366—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers made of fibre-reinforced plastics, i.e. characterised by their special construction from such materials
    • F16F1/368—Leaf springs
    • F16F1/3683—Attachments or mountings therefor
    • F16F1/3686—End mountings
    • 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
    • B60G2200/462—Toe-in/out
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/41—Elastic mounts, e.g. bushings
    • B60G2204/4102—Elastic mounts, e.g. bushings having a pin or stud extending perpendicularly to the axis of the elastic mount
    • 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
    • B60G2204/4104—Bushings having modified rigidity in particular directions
    • 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
    • B60G2204/416—Ball or spherical joints
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/423—Rails, tubes, or the like, for guiding the movement of suspension elements
    • B60G2204/4232—Sliding mounts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • 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
    • B60G2206/016—Constructional features of suspension elements, e.g. arms, dampers, springs allowing controlled deformation during collision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms
    • B60G2206/15—Constructional features of arms the arm being resilient
    • 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
    • B60G2206/70—Materials used in suspensions
    • B60G2206/71—Light weight materials
    • B60G2206/7101—Fiber-reinforced plastics [FRP]

Definitions

  • the present invention relates to a connecting element for a
  • Vehicle wheel suspension for connecting a transversely extending in the vehicle transverse direction transverse leaf spring with a wheel according to the closer defined in the preamble of claim 1.
  • Art Furthermore, the present invention relates to a suspension for a motor vehicle with such a connecting element according to the closer defined in the preamble of claim 13. Art.
  • a holder for a leaf spring is a
  • the holder includes a
  • the Spring mounting portion for fixing the spring to the bracket and a Radambabefest Trents Suite for mounting a wheel carrier to the spring.
  • the holder has a deformation region for transmitting power from the
  • Deformation is designed so that it plastically deformed when a force - which exceeds a certain limit force and in particular could lead to damage to the spring - from the Radmébefestists Symposium on the
  • the holder is also designed such that in the transmission of forces which are in the normal range, in the
  • the object of the invention is based on the features of
  • connection element for a vehicle wheel suspension in particular for a rear suspension, is proposed.
  • the connecting element is used for
  • the connecting element comprises a transverse-blade-side first
  • the connecting element is rigid - ie in Vehicle longitudinal direction, vehicle transverse direction and vehicle vertical direction immovable - attachable to the transverse leaf spring. Furthermore, the connecting element has a wheel carrier-side second fastening region. In this second
  • Mounting area is arranged a storage element.
  • the connecting element in a Radffyanlenk Vietnamese wheel carrier is pivotally connected thereto.
  • As Radffyanlenk Vietnamese that portion of the wheel carrier is to be understood, in which the connecting element can be hinged.
  • the connecting element comprises an intermediate region formed between these two fastening regions.
  • Connecting element in the transverse direction of the transverse leaf spring provided for this purpose - d. H. in the transverse direction of the connecting element and / or according to the installation position in
  • the intermediate region is formed such that the two
  • Fixing areas can shift relative to each other in the vehicle longitudinal direction.
  • the transverse leaf spring from the wheel carrier with respect to the
  • Vehicle coordinate system preferably in and / or counter to the direction of travel, are substantially longitudinal decoupled.
  • the intermediate region is formed so flexible and / or flexible that the second attachment region relative to the first attachment region in the vehicle longitudinal direction is relatively movable.
  • this intermediate region in particular due to its
  • bearing element is in the proposed
  • the bearing element is thus formed so axially displaceable that provided for this purpose
  • the transverse leaf spring is substantially longitudinally decoupled from the wheel carrier.
  • longitudinal decoupled refers to vehicle longitudinal forces which act in the longitudinal direction of the vehicle with respect to the vehicle coordinate system, and thus vehicle longitudinal forces cause high lateral forces in the vehicle without a correspondingly formed longitudinal force decoupling
  • Transverse leaf spring Transverse leaf forces
  • the bearing element is thus designed to be axially displaceable (for example axially displaceable, axially displaceably storable and / or axially displaceable) that the second fastening region of the
  • the storage element Preferably, a rubber body with at least one recess, by means of which the opposing movement resistance of the rubber body in the transverse-leaf transverse direction or vehicle longitudinal direction in comparison to a trained as a solid body
  • the elastic compliance of the bearing element is therefore designed such that the transverse leaf spring from the wheel is substantially longitudinally decoupled. This means that vehicle longitudinal forces at least reduced and / or in the
  • the second attachment region of the connecting element is thus, in particular in the passive steering of the wheel carrier on the Radhub, relative to the Radméanlenkddling the designated wheel carrier in the vehicle longitudinal direction relatively movable.
  • Storage element of the connecting element can thus a
  • the life of the transverse leaf spring especially if it is designed as a fiber composite component, can be significantly increased because a bending of the transverse leaf spring in the vehicle longitudinal direction and / or torsion about its longitudinal axis is at least reduced and / or prevented.
  • connection element has at least one connecting element in its intermediate region.
  • the connection element is designed to be flexible in the vehicle longitudinal direction or in the transverse-leaf transverse direction. Additionally or alternatively, the connection element in the vehicle vertical direction or in Querbelatthochraum and / or Vehicle transverse direction stiff and / or rigid. This can
  • Connecting element can be reduced by the wheel carrier in the direction of the transverse leaf spring transmitted longitudinal forces or transverse transverse forces, in particular so strong that the transverse leaf spring is not bent in its transverse direction. Furthermore, about the in vehicle vertical direction or
  • the transverse leaf spring can completely fulfill its task as suspension and / or stabilizer.
  • Connecting element is twistable.
  • a torsion of the transverse leaf spring can be avoided. This too can contribute to increasing the life of the transverse leaf spring, since torsional moments can have a detrimental effect on the fiber structure of the transverse leaf spring.
  • connection element extends in the vehicle longitudinal direction centrally and / or coaxially to the transverse leaf spring provided for this purpose.
  • connection element extends in the transverse direction of the vehicle from the first attachment region to the second attachment region.
  • connection element can be formed very long within the available space, whereby the
  • connection element Increased leverage and / or the flexibility of the connection element can be increased.
  • Connecting element can be structurally simple and low in the production realized be when the width of the connection element in the vehicle vertical direction or
  • connection element is designed as a, in particular straight, bending beam which has a lower rigidity in the transverse-leaf transverse direction than in the transverse-leaf-spring upright direction.
  • the end of the bending beam facing the first fastening region preferably represents the stationary bearing point of the bending beam.
  • connection element is designed to protect the transverse leaf spring as an overload protection.
  • a defined threshold in particular acting in the vehicle longitudinal direction and / or vehicle transverse direction threshold and / or a
  • Overload protection formed connecting element plastically deformable and / or bendable. In case of excessive energy input, damage to the
  • transverse leaf spring thus deforms the connection element, so that at least part of the energy introduced is reduced and thus not completely forwarded to the transverse leaf spring. This can prevent the transverse leaf spring from being damaged.
  • the connecting element thus connects even in the deformed state, the wheel carrier with the transverse leaf spring, so that the wheel is still guided over the transverse leaf spring.
  • the overload protection is designed such that changes in the deformed connection element, the track and / or the fall of the wheel. This gives the driver the changed driving behavior
  • the overload protection is designed in such a way that the connecting element is plastically deformable and / or bendable in the transverse direction of the transverse leaf spring when the introduction of force exceeds the threshold value.
  • connection element has at least one predetermined bending range in which this kinks when the threshold value is exceeded. In this way, a defined click behavior of the connection element in case of overload can be determined.
  • the bearing element is a ball and socket joint.
  • Ball sleeve joint can be immovable, i. without play, fastened in the Radffyanlenkddling and / or be attached.
  • the ball sleeve joint is axially displaceable in itself and / or axially displaceable relative to the Radyanlenkddling fastened and / or fixed. It is particularly advantageous if the ball and socket joint a rotatably mounted ball sleeve with a vehicle in the longitudinal direction or
  • Transverse transverse direction extending through bore has.
  • the ball sleeve in its radially outer region in a bearing shell of
  • the bearing shell can in one
  • the joint housing is in the bearing eye
  • the joint housing to form a Axialverschiebles the bearing element but also be arranged axially movable in the bearing eye. Furthermore, preferably extends through the through hole, a fastening bolt in the
  • the ball sleeve is advantageously designed in several parts, wherein these are preferably a
  • Inner sleeve arranged ball element comprises.
  • the ball element has for this purpose a through hole through which the inner sleeve extends.
  • the ball element is preferably axially displaceable relative to the inner sleeve.
  • the ball element is thus arranged displaceably on the inner sleeve in the longitudinal direction.
  • this relative Axialverschieb sadness can also be effected in that the bearing shell is arranged axially displaceable in the joint housing. Additionally or alternatively, it is also advantageous if the joint housing is received axially displaceable in the bearing eye.
  • the bearing shell and / or the ball sleeve is made of a plastic. As a result, the game of Kugelhülsengelenks can be reduced.
  • Attachment pin spaced stop elements are assigned.
  • Stop elements may in this case preferably be formed on the wheel carrier and / or be formed integrally therewith. The distance between the two
  • Stop elements preferably corresponds to the displacement area. Furthermore, it is advantageous if the two stop elements project from the wheel carrier in the direction of the transverse leaf spring and / or the fastening bolt extends through two mutually coaxially arranged through bores of the two stop elements. To form a bearing element that is elastically yielding in the vehicle longitudinal direction relative to the wheel carrier connecting point, it is advantageous if the
  • Storage element is a rubber bearing.
  • the rubber bearing comprises a, in particular in the radial direction between an inner and outer bearing bush disposed rubber body.
  • the rubber body preferably has at least one recess.
  • the at least one recess is preferably designed such that the elastic axial displaceability of the rubber bearing is increased in comparison to a rubber bearing with solid rubber body. In this way, the transmission of forces acting in the transverse direction of the transverse leaf spring forces can be reduced.
  • the at least one recess preferably extends in the axial direction over the entire length of the rubber body. Furthermore, the recess extends in the circumferential direction over an angular interval of less than 180 °, more preferably of less than 120 °.
  • the recess is also preferably arranged in a relation to the installation position upper or lower angular interval.
  • the width related to the circumferential direction and / or the height of the recess related to the radial direction change in the axial direction of the rubber body. In this regard, it is also advantageous if the width and / or height of the recess decreases towards the axial center of the rubber bearing.
  • Radquer will be transferred to the transverse leaf spring. At the same time, however, a bending of the transverse leaf spring about its vertical axis causing forces - d. H.
  • the rubber body in particular by means of the at least one recess, is designed in such a way that it engages around an inward direction
  • Vehicle transverse direction or transverse leaf longitudinal direction aligned first torsion axis has a lower resistance to movement than a vehicle in the vertical direction or Querbelatochochraum aligned second torsion axis.
  • torsional forces can be transmitted to the transverse leaf spring about the second torsion axis.
  • those forces which would cause a torsion of the transverse leaf spring about its longitudinal axis are at least partially compensated for by a comparatively enlarged elastic relative mobility of the rubber body about its first torsion axis. These torsional forces are thus not transmitted from the wheel or only partially on the transverse leaf spring.
  • the at least one recess is designed and / or arranged such that the rubber body has a lower resistance to movement in the vehicle longitudinal direction and / or around the first torsion axis than in the vehicle transverse direction and / or the second torsion axis.
  • the at least one recess in the circumferential direction of the rubber bearing is formed in a lower or upper area, in particular an angle range, relative to the installation position.
  • the rubber body to increase the mobility in the vehicle longitudinal direction or in the transverse leaf transverse direction and / or about the first torsion axis in relation to the vehicle vertical direction lower and / or upper recess.
  • the two recesses are preferably in
  • Circumferential direction of the rubber body separated from each other are preferably designed such that a first rubber body part assigned to the inner bearing bush and / or a second rubber body part assigned to the outer bearing bush are formed in the longitudinal section and / or in the cross section of the rubber bearing.
  • the first and / or second rubber body part is preferably convexly curved, in particular in such a way that they can roll over one another upon torsion about the first torsion axis. As a result, the resistance to movement is reduced by the first torsion axis. Furthermore, viewed in the circumferential direction, the two rubber bodies of the first and / or second recess merge again in relation to
  • the rubber mount can preferably be designed such that it has a higher rigidity in the vehicle transverse direction and / or about the second torsion axis than in the vehicle vertical direction, vehicle longitudinal direction and / or about the first torsion axis.
  • the rubber body in particular in the vehicle longitudinal direction and / or about the first torsion axis defined by the rubber body
  • Movement resistance can be reduced, so that the inner bearing bush with respect to the outer bearing bush further move out of this in the axial direction and / or can twist against this further to the first torsion axis.
  • the ellipsoid is preferably arranged centrally to the outer bearing bush.
  • the upper recess is formed such that the inner and outer rubber body part in longitudinal section and / or in cross-section of the rubber bearing have a central contact area.
  • the contact area can serve here as a pivot point around which the inner bearing bush is able to pivot together with the first rubber body part assigned to it.
  • the first torsion axis preferably extends through this contact region.
  • the lower recess is formed such that the inner and outer rubber body part in longitudinal section and / or in the cross section of the rubber bearing are spaced from each other. Between the inner and outer rubber body part, a gap extending in the transverse and / or longitudinal direction is thus formed in the region of the lower recess. This distance or gap favors a pivoting movement of the inner bearing bush to the
  • the connecting element has, in its first attachment region, a transverse leaf receptacle comprising, in particular substantially U-shaped and / or two holding surfaces lying opposite in the vehicle vertical direction.
  • a transverse leaf receptacle comprising, in particular substantially U-shaped and / or two holding surfaces lying opposite in the vehicle vertical direction.
  • Transverse leaf spring is preferably formed positively, materially and / or non-positively. The relative movement compensation between the wheel carrier and transverse leaf spring thus takes place exclusively in the second attachment region.
  • Mounting region has a extending in the vehicle longitudinal direction bearing eye, in which the bearing element is arranged.
  • the bearing element is arranged.
  • a wheel suspension for a motor vehicle with two transversely arranged in the vehicle transverse direction and each pivotable about a steering axis wheel carriers for the steerable receiving a wheel.
  • the two wheel carriers are in each case articulatedly connected to at least one link, in particular to a wheel-guiding link arranged in a lower link plane, preferably trapezoidal links, and to a wheel-guiding control link arranged in an upper link plane and articulated via this link with a construction provided for this purpose connectable.
  • the transverse leaf spring has a two-point mounting on the body side. Furthermore, the transverse leaf spring comprises one in the region of its two ends
  • Connecting element by means of which the transverse leaf spring is pivotally connected to the respective associated wheel carrier.
  • the connecting element is in accordance with previous description, wherein the features may be present individually or in any combination.
  • the transverse leaf spring may be designed to guide the wheel.
  • the transverse leaf spring is designed and arranged on the wheel carrier and articulated so that it acts as a steering arm.
  • the transverse leaf spring thus the toe and / or fall behavior can be controlled via the Radhub.
  • the transverse leaf spring thus influences the self-steering behavior of the suspension.
  • the wishbone for passive steering of the wheel over the Radhub is formed as a steering arm, which is preferably arranged in the direction of travel in front of the transverse leaf spring and / or is pivotally connected in the vehicle vertical direction below the wishbone with the wheel.
  • FIG. 1 is a perspective view of a rear suspension in the region of a left rear wheel with track-guiding transverse leaf spring, which is connected relative to the wheel carriers in each case via a connecting element relative to these in the vehicle longitudinal direction,
  • FIG. 2 is a plan view of the rear suspension of FIG. 1;
  • FIG. 3 is a front view of the rear suspension of FIG. 1;
  • FIG. 4 shows a side view of the vehicle exterior
  • Rear suspension of Figure 1 is a perspective detail of the rear suspension of Figure 1 in the wheel carrier side
  • FIG. 6 shows a perspective view of a connecting element which, according to a first exemplary embodiment, has a bearing element designed as a ball-and-socket joint
  • Figure 7 is a sectional view of the connecting element of Figure 6 in
  • FIG. 8 shows a side view of a connecting element, which according to a second embodiment comprises a bearing element designed as a rubber bearing, and
  • the suspension is in this case a rear suspension. 1
  • the representations are reduced to the essential components in order to better see in particular the connection areas of the components. Furthermore, these essentially show a half-view of the rear wheel axle in the region of the left rear wheel.
  • rear suspension 1 has two in
  • the wheel carrier 2 receives a wheel 3 rotatably mounted in the wheel center 4.
  • the wheel 3 comprises a rim 5, which is connected rotatably mounted with the wheel carrier 2.
  • the wheel 3 is formed driven via an engaging in the wheel center 4 drive shaft 6.
  • the drive train further comprises a transmission 7, which at the end facing away from the wheel carrier 2 Drive shaft 6 is arranged.
  • the wheel 3 may also be driven by an electric wheel hub motor as well.
  • the wheel 3 or the wheel carrier 2 is connected to a structure of the vehicle, not shown here so articulated that the wheel 3 against the structure and rebound and can be rotated about a steering axis.
  • the steering of the wheel 3 is passively formed in the present rear suspension 1. This means that the steering angle of the wheel 3 is controllable exclusively via the Radhub.
  • transverse leaf spring 8 The control of the steering angle or the steering of the wheel 3 is effected in the present case by a transverse leaf spring 8.
  • the transverse leaf spring 8 is formed and arranged relative to the wheel-guiding links of the rear suspension 1 such that the transverse leaf spring 8 acts for passive steering of the wheel 3 over the wheel as a steering arm or is designed as such. Accordingly, the takes over
  • Transverse leaf spring 8 in the present rear suspension 1 not only the below explained in more detail suspension and stabilization of the suspension, but also also the passive steering of the wheel 3 on the Radhub. It therefore combines three functions in a single component, so that the
  • Rear suspension 1 with a reduced number of components as well as very space-saving and can be easily formed.
  • the rear suspension 1 comprises a wheel-guiding link 9. This is arranged in relation to the vehicle vertical axis in a lower link plane.
  • the handlebar 9 is presently designed as a trapezoidal link. For this purpose, this is articulated both body side and the wheel side at two hinge points with the structure and the wheel carrier 2, not shown here.
  • the link 9 has a transverse and a trailing arm portion.
  • the handlebar 9 according to the present embodiment is substantially L-shaped.
  • the handlebar 9 accordingly has a trailing arm area 10 and a
  • the trailing arm region 10 extends from a first body-side joint 13, starting in relation to the direction of travel 12 towards the rear in the direction of the transverse leaf spring 8.
  • the wishbone region 1 1 extends in contrast essentially in the vehicle transverse direction.
  • the wishbone area 1 1 is in
  • first body-side joint 13 of the handlebar 9 is articulated in its second joint 14 is not directly on the structure, but indirectly to a mounting bracket 15 and subframe.
  • the mounting bracket 15 can in turn be connected to the structure of the vehicle.
  • the link 9 can be pivoted relative to the structure by a passing through the two body-side joints 13, 14 virtual axis.
  • the rear suspension 1 comprises a damper 16.
  • the damper 1 6 is in the vehicle longitudinal direction behind the transverse leaf spring. 8
  • the damper 1 6 At its end remote from the handlebar 9, the damper 1 6 is supported on the structure, not shown here. At its the handlebar 9 facing the end of the damper 1 6 is articulated on the handlebar 9 supported. As can be seen in particular in Figure 4, the damper 1 6 with the handlebar 9 at the end facing away from the first body-side joint 13 end of the trailing arm portion 10 releasably secured.
  • the handlebar 9 designed in particular as a trapezoidal link, has a first and second connecting region 17, 18.
  • the handlebar 9 is pivotally connected to the wheel carrier 2, that it can be pivoted about the steering axis during engagement and / or rebounding.
  • the control of this self-steering behavior takes place via the transverse leaf spring 8 acting as a wishbone.
  • the transverse leaf spring 8 is therefore also designed to guide the wheel.
  • the wheel carrier 2 is in the first connection region 17, in particular via a
  • the wheel carrier 2 is connected indirectly to the handlebar 9 indirectly via an integral universal link 19 interposed therebetween.
  • the two connecting portions 17, 18 are spaced from each other in the vehicle longitudinal direction.
  • the first connection portion 17 in the vehicle longitudinal direction in the region of the wheel center 4 is arranged.
  • the first connection region 17 but also viewed in the direction of travel 12 may be formed in front of the wheel center 4.
  • the second connection region 18 is arranged behind the wheel center 4 in the direction of travel 12.
  • both connecting portions 17, 18 are arranged in the vehicle transverse direction inside the rim 5.
  • the integral link 19 is arranged in the direction of travel 12 behind the wheel center 4. It is connected to the wheel carrier 2 and the link 9 respectively via a rotary joint 21, 22.
  • the integral link 19 is articulated in such a way that it is substantially in
  • Swivel joints 21, 22 aligned parallel to each other and in the vehicle longitudinal direction.
  • the integral link 19 is aligned substantially in the vehicle vertical direction.
  • the two pivots 21, 22 of the integral universal link 19 are thus arranged one above the other in a neutral position of the wheel 3 in a plan view. Furthermore, the integral link 19 is protected against external interference completely positioned inside the rim 5.
  • a brake 23 is disposed in the interior of the rim 5.
  • the rear suspension 1 further comprises a transverse link 24.
  • the transverse link 24 extends in the vehicle transverse direction. Rad detail this is pivotally connected to the wheel carrier 2 in a pivot point 25.
  • the transverse link 24 is articulated directly on the mounting bracket 15 in the present embodiment. Alternatively, the wishbone 24 but also be articulated directly on the structure.
  • the transverse link 24 has at least one bend. This is presently designed such that the transverse link 24 has a concave bend in a vehicle front view shown in FIG. In this way, above the wishbone 24 additional space can be created, which can be used to increase the trunk volume or for other components. Furthermore, the bend according to FIG. 2 is formed in a vehicle top view in such a way that the transverse link 24 is bent in the direction of travel 12. As a result, for example, the damper 1 6 between the transverse leaf spring 8 and the
  • Wishbone 24 are arranged.
  • the wishbone 24 could also be formed in a straight and / or rod-shaped embodiment not shown here.
  • the wheel-side and body-side pivot point of the control arm 24 in the vehicle vertical direction is preferably in the same height.
  • the transverse link 24 is arranged in the vehicle vertical direction above the wheel center 4 in an upper link plane. Furthermore, the wheel-side articulation point 25 is located above the wheel center 4. In the vehicle longitudinal direction is the wishbone 24,
  • the articulation point 25 of the transverse link 24 and the first connecting region 17 of the link 9 in the vehicle transverse direction are arranged in mutually equal area. They are therefore on top of each other.
  • the transverse leaf spring 8 is, as can be seen in particular in Figures 3 and 4, arranged in the vehicle vertical direction between the lower and upper link level, ie between the arm 9 and the wishbone 24. Furthermore, there is the Transverse leaf spring 8 according to the present embodiment, viewed in the direction of travel 12 behind the Radmitte 4. Also, this is behind the Radmitte 4 in one
  • Transverse leaf spring 8 at its two ends in each case a connecting element 30.
  • the connecting elements 30 are designed and / or connected to the respective wheel carrier 2 such that the wheel carrier 2 can move relative to the transverse leaf spring 8 in the vehicle longitudinal direction within a displacement region 31. This allows the on the
  • Transverse leaf spring 8 acting vehicle or Radlhacks described above.
  • the forces acting in relation to the transverse direction of the transverse leaf spring 8 or in the vehicle longitudinal direction are reduced.
  • Transverse leaf spring 8 is formed as a fiber composite component.
  • the connecting elements 30 are designed and / or connected to the respective wheel carrier 2 such that the wheel carrier 2 can rotate relative to the transverse leaf spring 8.
  • the forces acting on the transverse leaf spring 8 torsional forces - d. H. the moments of torsion acting around the transverse leaf longitudinal axis or about a first torsion axis are reduced.
  • a torsion of the transverse leaf spring 8 is at least reduced about its longitudinal axis
  • Transverse leaf spring 8 is formed as a fiber composite component.
  • the transverse leaf spring 8 is made of a fiber composite material, in particular of carbon, glass and / or aramid fibers, in a thermosetting and / or
  • the transverse leaf spring 8 is preferably formed torsionally stiff. Also, this is stiff in the vehicle longitudinal direction or in its transverse direction.
  • transverse leaf spring 8 in contrast to the suspension of the rear suspension 1 is flexible.
  • transverse leaf spring for this purpose via a two-point bearing 26 with the mounting bracket 15 is connected (see Figure 2).
  • the two-point bearing 26 of the transverse leaf spring 8 comprises a first bearing 27 and a second bearing 28, so that the two ends of the transverse leaf spring 8 for suspension of the rear suspension 1 can pivot about the respective bearing points 27, 28.
  • Transverse leaf spring 8 thus approximately a U-shape.
  • the transverse leaf spring 8 in this case pushes the structure of the vehicle over both bearings 27, 28 in the rest position.
  • the transverse leaf spring 8 thus assumes the task of lifting suspension.
  • the transverse leaf spring 8 takes approximately an S-shape. Also in this case, the transverse leaf spring 8 pushes the structure of the vehicle via the two bearings 27, 28 in the rest position.
  • the transverse leaf spring 8 thus acts as a roll suspension and thus takes over the task of a stabilizer, so that it can be omitted in the present rear suspension 1. This allows the
  • Rear suspension 1 are very lightweight and compact.
  • the transverse leaf spring 8 is connected in the Radyanlenkddling 29 hinged to the wheel carrier 2.
  • the Radyanlenkddling 29, in which the transverse leaf spring 8 is pivotally connected to the wheel carrier 2 is arranged in the direction of travel 12 behind the wheel center 4. Furthermore, the Radyanlenk Vietnamese 29 is in the vehicle vertical direction below the transverse link 24, in particular below its pivot point 25, arranged.
  • the Radyanlenk Vietnamese 29 is the
  • Transverse leaf spring 8 in the vehicle vertical direction at the level of the wheel center 4 or at least in the area.
  • the second pivot 22 of the integral link 19 is in
  • Vehicle longitudinal direction arranged in the same area.
  • the transverse link 24 is spaced therefrom in the direction of travel 12.
  • Radkyanschddling 29 is also connected in the vehicle vertical direction below the control arm 24 pivotally connected to the wheel carrier 2, the transverse leaf spring 8 also acts as a steering arm.
  • the wheel 3 by means of acting as a steering arm
  • Transverse leaf spring 8 are passively steered over the Radhub.
  • the transverse leaf spring 8 thus replaces three components of an ordinary rear suspension, since it is designed as a suspension, stabilizer and steering arm.
  • the rear suspension 1 can be made very compact and space-saving.
  • the transverse leaf spring 8 can be positioned closer in the vehicle vertical direction in the direction of the lower link plane, whereby additional space is created above the transverse leaf spring 8.
  • the joint arranged in the first connection region 17 is preferably made unyielding.
  • first pivot 21 of the first connection region 17 is arranged in the first connection region 17 .
  • Integralenkers 19 compliant, especially as a rubber bearing trained. This can additionally be influenced by the utilization of Elastokinematik the desired toe over the Radhub. The setting of this self-steering behavior is However, as stated above, controlled mainly by acting as a wishbone transverse leaf spring 8.
  • transverse leaf spring 8 when the transverse leaf spring is formed as in the Figures 1 to 5 embodiment illustrated as a wishbone transverse leaf spring, when the transverse leaf spring 8 controlled self-steering behavior of the suspension takes place a relatively strong displacement of Raditatianlenkddlings 29 of the wheel carrier 2 relative to the transverse leaf spring 8.
  • the transverse leaf spring 8 from a
  • the transverse leaf spring 8 is connected to the respective wheel carrier 2 by means of the connecting members 30 so as to be substantially decoupled from the above forces and moments. The transverse leaf spring 8 is thus when springs and steering of the wheel carrier 2 in
  • Connecting element 30 in conjunction with the other components of the suspension visible. Furthermore, two different embodiments of the connecting element 30 are shown in FIGS. 6-7 and 8-10. These have an identical base body to each other. The difference between the two embodiments is essentially in the
  • Embodiment as a ball and socket joint and is formed in the second embodiment shown in Figure 8 as a rubber bearing.
  • the connecting element 30 comprises a first and a second fastening region 32, 33.
  • the first fastening region 32 is assigned to the transverse leaf spring 8.
  • the transverse leaf spring 8 rigid, ie immovable, connected to the connecting element 30.
  • the first fastening region 32 has a transverse leaf receptacle 59.
  • the first fastening region 32 is substantially U-shaped. It thus comprises two spaced from each other in the vehicle vertical direction and opposite
  • the two holding surfaces 36, 37 are connected to one another in the vehicle vertical direction between these two extending connecting surface 38 with each other.
  • the two holding surfaces 36, 37 are inclined relative to each other such that the transverse leaf spring 8 is held in a form-fitting manner in the vehicle transverse direction.
  • the transverse leaf spring 8 has for this purpose at its end a thickening. Additionally or alternatively, the transverse leaf spring 8 cohesively and / or non-positively,
  • the second attachment portion 33 is shown in FIG 5 wheel carrier on
  • Connecting element 30 is arranged.
  • the connecting element 30 is articulated in its second fastening region 33 and is movable relative to the wheel carrier 2 in FIG
  • the connecting element 30 has the bearing element 35 in its second fastening region 33.
  • the connecting element 30 has a bearing eye 39 in its second fastening region 33. This is essentially a tubular receiving element.
  • the bearing eye 39 is aligned in the vehicle longitudinal direction or in transverse sheet transverse direction. Inside the bearing eye 39, the bearing element 35 is arranged.
  • the bearing element 35 is in this case preferably fixed in the bearing eye 39, that this in the axial direction v.in
  • Vehicle longitudinal direction relative to the bearing eye 39 can not move.
  • the intermediate region 34 is in
  • Vehicle transverse direction or in cross-sheet longitudinal direction between the first and second mounting portion 32, 33 are arranged. It is designed in such a way that the second fastening region 33 faces the first fastening region 32 or the Transverse leaf spring 8 in the transverse direction of the connecting element 30 is displaced.
  • transverse leaf spring 8 fastened in the first fastening region 32 can be decoupled from longitudinal forces of the vehicle which, in the present embodiment, are decoupled
  • the connecting element 30 is thus formed according to Figure 5 such that the first mounting portion 32 together with the transverse leaf spring 8 secured therein in
  • Vehicle longitudinal direction is substantially stationary.
  • the Radyanschddling 29 of the wheel carrier 2 in the vehicle longitudinal direction with respect to the first mounting portion 32 and the transverse leaf spring 8 can move axially.
  • the passive steering of the wheel carrier 2 over the Radhub is the
  • the intermediate region 34 of the connecting element 30 is flexible in the vehicle longitudinal direction or in the transverse direction of the connecting element 30. As a result, the intermediate region 34 can bend so flexibly that the first
  • Fixing portion 33 within the displacement region 31 displaceable or reciprocally movable (see Figures 5, 6 and 9).
  • the intermediate region 34 in particular at one of its two ends, be formed so flexible that the second attachment portion 33 to a particular between the first
  • Fixing portion 32 and the intermediate portion 34 formed pivot axis is pivotable.
  • the intermediate region 34 may also be designed so flexible that it is able to bend substantially S-shaped upon displacement of the second fastening region 33.
  • the attachment element 40 is either designed in such a way that the second attachment region 33 either displaces parallel to the first attachment region 32 in the vehicle longitudinal direction or substantially pivots relative thereto, wherein the pivot axis is preferably arranged in the region between the first attachment region 32 and the attachment element 40 ,
  • the attachment element 40 is in
  • connection element 40 is rigid in the vehicle vertical direction. According to the present exemplary embodiment, this is ensured by the fact that the width of the connecting element 40 in the vehicle vertical direction or transverse leaf vertical direction is greater than in the vehicle longitudinal direction or in the vehicle longitudinal direction.
  • Cross-sheet transverse direction is.
  • the connecting element 40 extends in the transverse direction of the vehicle from the first fastening region 32 to the second fastening region 33, namely to the bearing eye 39
  • Connecting element 40 in the transverse direction of the connecting element 30 and in
  • connection element 40 is arranged centrally or coaxially with the transverse leaf spring 8.
  • the connecting element 30 further comprises an overload protection 41.
  • this overload protection 41 By means of this overload protection 41, the transverse leaf spring 8 at an excessive introduction of energy to be protected from damage by the connecting element 30 permanently deformed in the area of the overload protection 41 and this energy dissipates. As a result, only a part of the introduced energy is transmitted to the transverse leaf spring 8. This prevents that the transverse leaf spring 8 is damaged.
  • the overload protection 41 is furthermore designed in such a way that it continues to connect the wheel carrier 2 to the transverse leaf spring 8 even after a corresponding energy-reducing deformation. As a result, the wheel carrier 2 and the wheel 3 is guided despite deformed overload protection 41 on the transverse leaf spring 8, so that a further journey is possible. According to the present embodiment, the
  • Overload fuse 41 is formed by the connection element 40.
  • Connecting element 40 is thus plastically deformable and / or kinkable when exceeding a defined threshold value.
  • Connecting element 30 according to Figure 5 also be designed such that the second mounting portion 33, in particular the bearing eye 39, relative to the
  • Such a relative displaceability of the second fastening region 33 relative to the Radismeanlenk Vietnamese 29 can be effected with a correspondingly formed and / or mounted bearing element 35 (see Figures 6 and 8).
  • the bearing element 35 itself, according to the first embodiment shown in Figures 6 and 7, be mounted axially displaceable in the vehicle longitudinal direction in Radméanlenk Vietnamese 29 of the wheel carrier 2.
  • Storage element 35 this is designed as a ball sleeve joint 42.
  • Ball sleeve joint 42 is in this case in the vehicle longitudinal direction or in the transverse direction of the connecting element 30 fixedly connected to the bearing eye 39. As a result, forms the second mounting portion 33, in particular the bearing eye 39, together with the ball sleeve joint 42 a unit. This can be slidably mounted together relative to the Raditatianschddling 29 of the wheel carrier 2 in the vehicle longitudinal direction.
  • this comprises a ball sleeve 43 with a through bore 44 extending in the vehicle longitudinal direction or in the transverse direction of the connecting element 30.
  • the ball sleeve 43 is gimbaled or received in a radially outer bearing shell 45.
  • the ball sleeve 43 can thus rotate relative to the bearing shell 45 about a fixed pivot point.
  • a torsion of the transverse leaf spring 8 about its longitudinal axis can be avoided.
  • Kugelhülsengelenks 42 is fixed in the axial and circumferential direction inside the
  • a fastening bolt 46 extends through the through-bore 44 of the ball-and-socket joint 42.
  • the fastening bolt 46 is fixed immovably to the wheel carrier 2 and extends essentially in the vehicle longitudinal direction.
  • a game is formed between the ball sleeve 43, in particular between its two end faces, and the wheel carrier 2, in particular a respective one of the two end faces associated bolt receptacle of the wheel carrier 2, a game is formed. This allows the wheel carrier 2 relative to the ball sleeve joint 42 and the
  • Bearing eye 39 are displaced or moved in the vehicle longitudinal direction. During this displacement, the ball sleeve 43 is in the vehicle longitudinal direction on the
  • the maximum displacement region 31 is determined according to Figure 5 by means of two spaced apart in the longitudinal direction of the fastening bolt 46 stop elements 47, 48. Accordingly, the ball sleeve 43 proposes the end face on the corresponding stop element 47, 48 when it has traveled its maximum permissible displacement path.
  • the ball sleeve joint 42 can also be realized by the ball sleeve 43 is formed in several parts, which preferably one, in particular hollow cylindrical, inner sleeve and a on the outer circumference of the
  • Inner sleeve arranged ball element comprises.
  • the ball element has for this purpose a through hole through which the inner sleeve extends.
  • the ball element is preferably axially displaceable relative to the inner sleeve.
  • the ball element is thus arranged displaceably on the inner sleeve in the longitudinal direction. Additionally or alternatively, this relative Axialverschieb sadness can also be effected when the bearing shell 45 is arranged axiallyverschiebncing in a joint housing and / or directly in the bearing eye 39.
  • FIG. 8 shows the connecting element 30 with an alternative design
  • Embodiment designed as a rubber bearing 49 A perspective longitudinal section through the rubber bearing 49 is shown in FIG. Furthermore, an end view of the rubber bearing 49 is visualized in FIG.
  • the rubber bearing 49 is fixed in the bearing eye 39. It comprises a radially inner bearing bush 50, which is surrounded by a radially outer bearing bush 51. Between the two bushings 50, 51 a rubber body 52 is arranged.
  • the radially outer bearing bush 51 is axially non-displaceable with the bearing eye 39, in particular non-positively connected.
  • the outer bearing bush 51 can thus not be moved relative to the bearing eye 39 in the axial direction. Due to the elastic rubber body 52, however, the inner bearing bushing 50 can be displaced relative to the outer bearing bush 51, in particular in the vehicle transverse direction, vehicle vertical direction and / or vehicle longitudinal direction.
  • the inner bearing bushing 50 likewise has a through-bore 44, through which the fastening bolt 46 extends for fastening to the wheel carrier 2 (see FIG. 5).
  • the inner bearing bushing 50 likewise has a through-bore 44, through which the fastening bolt 46 extends for fastening to the wheel carrier 2 (see FIG. 5).
  • the fastening bolt 46 extends for fastening to the wheel carrier 2 (see FIG. 5).
  • fastening bolts 46 are not axially displaceable.
  • Bearing bush 50 for example, be positively fixed on the mounting bolt 46. Additionally or alternatively, the inner bushing 50 may be to the two
  • Stop elements 47, 48 rest in the axial direction without play.
  • the outer bearing bush 51 is shorter in comparison to the inner bearing bush 50.
  • the difference in length between these two bushings 50, 51 defines the maximum possible
  • the rubber body 52 according to Figure 8 to 1 0 at least one
  • the rubber body 52 has a first and a second recess 53, 54. As can be seen in Figure 10, the two recesses 53, 54 from each other in
  • the inner first rubber body part 55 is formed substantially as part of an ellipsoid intersecting with the outer bushing 51. Also, the second one
  • the upper recess 54 is formed such that its inner and outer rubber body parts 55, 56 are formed in accordance with the longitudinal section shown in FIG. 9 have a contact region 57.
  • the contact region 57 is punctiform according to the present embodiment.
  • the lower recess 53 is formed such that its inner and outer rubber body parts 55, 56 are spaced from each other in the radial direction.
  • Contact area 57 thus forms a pivot point about which the inner bearing bush 50 can pivot relative to the outer bearing bushing 51. As a result, a torsion of the transverse leaf spring 8 about its longitudinal axis can be avoided.

Abstract

L'invention concerne un élément de liaison (30) pour une suspension de roue de véhicule automobile (1) destiné à relier un ressort à lame transversale (8) s'étendant dans la direction transversale du véhicule à un support de roue (2), lequel comprend une première zone de fixation (32) côté lame transversale, dans laquelle l'élément de liaison (30) peut être fixé rigidement au ressort à lame transversale (8), une deuxième zone de fixation (33) côté support de roue, qui comprend un élément de support (35) au moyen duquel l'élément de liaison (30) peut être relié de manière articulée au support de roue (2) dans un point d'articulation (29) de support de roue, et une zone intermédiaire (34) formée entre ces deux zones de fixation (32, 33). Selon l'invention, la zone intermédiaire (34) est flexible dans la direction transversale du ressort à lame transversale (8) prévu à cet effet et/ou l'élément de support (35) est axialement mobile et/ou élastiquement flexible dans la direction transversale du ressort à lame transversale (8) prévu à cet effet, de telle manière que le point d'articulation (29) de support de roue prévu à cet effet peut être déplacé dans la direction longitudinale du véhicule par rapport au ressort à lame transversale (8) prévu à cet effet à l'intérieur d'une zone de déplacement (31), de sorte que le ressort à lame transversale (8) est sensiblement découplé en force longitudinale du support de roue (2) par rapport au système de coordonnées du véhicule.
PCT/EP2015/076900 2014-12-15 2015-11-18 Élément de liaison entre un ressort à lame transversale et un support de roue d'une suspension de roue de véhicule automobile WO2016096294A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014225884.7 2014-12-15
DE102014225884.7A DE102014225884A1 (de) 2014-12-15 2014-12-15 Verbindungselement zwischen einer Querblattfeder und einem Radträger einerKraftfahrzeugradaufhängung

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WO2016096294A1 true WO2016096294A1 (fr) 2016-06-23

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PCT/EP2015/076900 WO2016096294A1 (fr) 2014-12-15 2015-11-18 Élément de liaison entre un ressort à lame transversale et un support de roue d'une suspension de roue de véhicule automobile

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DE102016100743B4 (de) 2016-01-18 2018-08-09 Benteler Automobiltechnik Gmbh Lagerschuh für die Lagerung eines Blattfederendes einer Blattfeder
DE102017201277A1 (de) 2017-01-26 2018-07-26 Bayerische Motoren Werke Aktiengesellschaft Querblattfeder für eine Achse eines Fahrzeugs, Achse für ein Fahrzeug und Fahrzeug
DE102017215630A1 (de) * 2017-09-05 2019-03-07 Bayerische Motoren Werke Aktiengesellschaft Einzelradaufhängung eines zweispurigen Fahrzeugs mit einem radführenden Quer-Blattfederelement
DE102018007440A1 (de) * 2018-09-20 2020-02-27 Daimler Ag Einzelradaufhängung für Hinterräder eines Fahrzeuges
FR3093674B1 (fr) * 2019-03-11 2024-03-15 Renault Sas Train de véhicule automobile comportant un bras de suspension assemblé comportant un organe de sureté fusible
DE102019203836A1 (de) 2019-03-20 2020-09-24 Audi Ag Radaufhängung für eine Fahrzeugachse
DE102019209977A1 (de) * 2019-07-08 2021-01-14 Ford Global Technologies, Llc Achsaufhängung für ein Fahrzeug

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JPS5993532A (ja) * 1982-11-19 1984-05-30 Nhk Spring Co Ltd Ｆｒｐ板ばね装置用目玉部材
JPH03239612A (ja) * 1990-02-15 1991-10-25 Nissan Motor Co Ltd 車両用サスペンシヨン装置
DE102007051470A1 (de) * 2007-10-27 2009-04-30 Bayerische Motoren Werke Aktiengesellschaft Verbundlenkerachse eines zweispurigen Fahrzeugs
DE102008054669A1 (de) * 2008-12-15 2010-06-17 Zf Friedrichshafen Ag Achse für ein Kraftfahrzeug
DE102011081693A1 (de) 2011-08-29 2013-02-28 Zf Friedrichshafen Ag Halterung für eine Feder

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CA2012324A1 (fr) * 1989-06-12 1990-12-12 Adrian S. Tucker-Peake Suspension de roue
JPH07112607A (ja) * 1993-10-18 1995-05-02 Mitsubishi Motors Corp 車両のサスペンション装置
NL1023483C2 (nl) * 2002-09-18 2004-03-23 Pd & E Automotive B V Wielophanging voor een voertuig, alsmede voertuig voorzien van de wielophanging.
DE102009040763A1 (de) * 2009-09-09 2011-03-10 Audi Ag Radaufhängung für ein Rad einer Achse eines Kraftfahrzeugs

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JPS5993532A (ja) * 1982-11-19 1984-05-30 Nhk Spring Co Ltd Ｆｒｐ板ばね装置用目玉部材
JPH03239612A (ja) * 1990-02-15 1991-10-25 Nissan Motor Co Ltd 車両用サスペンシヨン装置
DE102007051470A1 (de) * 2007-10-27 2009-04-30 Bayerische Motoren Werke Aktiengesellschaft Verbundlenkerachse eines zweispurigen Fahrzeugs
DE102008054669A1 (de) * 2008-12-15 2010-06-17 Zf Friedrichshafen Ag Achse für ein Kraftfahrzeug
DE102011081693A1 (de) 2011-08-29 2013-02-28 Zf Friedrichshafen Ag Halterung für eine Feder

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