EP3019357A1 - Fahrwerkslenker für ein fahrzeug und verfahren zur herstellung eines fahrwerkslenkers - Google Patents
Fahrwerkslenker für ein fahrzeug und verfahren zur herstellung eines fahrwerkslenkersInfo
- Publication number
- EP3019357A1 EP3019357A1 EP14728841.9A EP14728841A EP3019357A1 EP 3019357 A1 EP3019357 A1 EP 3019357A1 EP 14728841 A EP14728841 A EP 14728841A EP 3019357 A1 EP3019357 A1 EP 3019357A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- connection
- side walls
- rubber
- metal
- joining
- Prior art date
- Legal status (The legal status 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 status listed.)
- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/001—Suspension arms, e.g. constructional features
-
- 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
- B60G2204/418—Bearings, e.g. ball or roller bearings
-
- 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
-
- 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
- B60G2206/11—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link
-
- 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
- B60G2206/16—Constructional features of arms the arm having a U profile and/or made of a plate
-
- 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
- B60G2206/16—Constructional features of arms the arm having a U profile and/or made of a plate
- B60G2206/162—Constructional features of arms the arm having a U profile and/or made of a plate with a plate closing the profile in the total or partial length of the arm
-
- 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
- B60G2206/72—Steel
-
- 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
- B60G2206/80—Manufacturing procedures
- B60G2206/81—Shaping
- B60G2206/8103—Shaping by folding or bending
-
- 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
- B60G2206/80—Manufacturing procedures
- B60G2206/82—Joining
- B60G2206/8201—Joining by welding
Definitions
- the present invention relates to a suspension control arm for a vehicle, comprising an elongated link body of a one-piece sheet metal, which is bent forming such that it forms two spaced opposite side walls, wherein the side walls are connected at their free longitudinal sides by a joining connection at least partially with each other and at its axial ends in each case at least two coaxially arranged bearing openings, and at least one rubber-metal bearing which is insertable into the coaxial bearing openings, and a method for producing such a suspension arm.
- suspension arms are used in the suspension of vehicles, where they lead the wheel, while limited to certain degrees of freedom relative to the structure of the vehicle.
- a design of the suspension arms involves the provision of a sheet metal blank, preferably made of an iron alloy as a starting material, which is processed in several processing steps, including forming and cutting-technical processing, to form a double-walled sheet metal link.
- This type of chassis link is characterized above all by its low material and manufacturing costs.
- end bearing receptacles of the suspension arm can accommodate rubber-metal bearings, with which it can be arranged on a wheel guide (wheel) and on the other hand on the body or subframe.
- DE 10 2010 010 665 A1 shows a stabilizing strut for a chassis of a vehicle, which has an elongate strut body made of sheet metal, which has at least one first eye at a first longitudinal end and at least one second eye at a second longitudinal end.
- the strut body has at least such a curvature that the strut body lies at least in a partial area completely outside an imaginary connecting straight line between the at least one first and the at least one second eye.
- the strut body is composed of two individual sheet metal parts which are arranged on both sides of a longitudinal center plane.
- the two sheet-metal parts are joined together at least over a Teünell this longitudinal side of the strut body at least a first eye and the at least one second eye at its peripheral edges on a longitudinal side of the sheet metal parts facing the imaginary straight line, at least 50% of the total length of this Longitudinal side of the strut body amounts.
- the facing surfaces of the two sheet metal parts are spaced apart.
- the peripheral edges of the sheet metal parts on the longitudinal side, which faces away from the imaginary connecting straight line, are not joined together or at most over a partial length of this longitudinal side of the strut body, which is at most 30% of the total length of this longitudinal side.
- such a two-part construction of a suspension control arm has the disadvantage that it can only be manufactured at considerable expense, since both halves must be machined separately and then joined.
- DE 203 17 345 U1 discloses a suspension link for connecting two components, with a first receptacle for connecting to the one Component and a second receptacle for connection to the other component, said suspension arm is formed as a hollow body of shell elements, which are formed from sheet metal. The two shell elements are connected to each other at their abutment surfaces.
- Object of the present invention is to provide an alternative embodiment of a suspension control arm for a vehicle and a method for producing such a suspension arm.
- a chassis control arm for a vehicle has an elongate link body of a one-piece sheet metal, which is bent such that it forms two spaced opposite side walls, the side walls are connected at their free longitudinal sides by a joining connection at least partially with each other and at its axial ends each having at least two coaxially arranged bearing openings, and at least one rubber-metal bearing, which is insertable into the coaxial bearing openings, wherein the gimbal stiffness of at least one of the rubber-metal bearings is lower than the torsional stiffness of the steering body ,
- the torsional stiffness of the link body can be adjusted in a targeted manner such that it is higher than the cardanic rigidity of each of the at least one rubber-metal bearing.
- the side walls of the handlebar body are integrally formed with each other on the longitudinal side, around which the handlebar body is bent, while they are joined by joining technique on the opposite free longitudinal side.
- a structurally constructed handlebar body can therefore be used by the appropriate design of the technical joining connection to the concrete.
- rubber-metal bearings can be adapted without having to make complex geometry or material adjustments.
- the design of the technical joining compound is thus on the torsional rigidity of the link body achievable in dependence on the gimbal stiffness of each of the at least one rubber-metal bearing. Without technical joining the free longitudinal sides of the side walls of the handlebar body could thus have a lower torsional stiffness, as the gimbal stiffness of the rubber-metal bearings. In particular, in terms of cast-iron handle this offers significant cost advantages.
- the gimbal stiffness of the rubber-metal bearings can be deliberately set high, which improves the overall guiding properties of the suspension control arm. The rubber-metal bearings would be twisted at high load in front of the handlebar body.
- the rubber-metal bearing preferably has a central bearing body for receiving a fastener, such as a screw, wherein the bearing body is surrounded by at least one elastomer layer, which is encased for the purpose of stable introduction into the bearing opening of a metal ring.
- the rubber-metal bearing can also be designed as a ball joint.
- suspension arms can be used in the suspension of a vehicle.
- a metal sheet in particular, an iron-wrought alloy is suitable.
- the technical joining connection comprises at least one strike plate.
- the at least one strike plate is suitable for bridging the distance between the side walls of the handlebar body. It can be defined with any joining techniques on the side walls.
- the arrangement of a plurality of strike plates at different axial points of the handlebar body allows a variable adjustment of the torsional stiffness of the handlebar body in response to the gimbal stiffness of the rubber-metal bearings.
- the technical joining connection is designed as a cohesive connection.
- cohesive connections offer, for example, adhesive joints or welded joints.
- the side walls can (sections) directly or with the interposition of at least one striker plate are joined together materially.
- the cohesive connection is formed as a welded connection.
- a welded connection can be produced relatively reliably and inexpensively. Over the length and positioning of the weld, the torsional stiffness of the handlebar body can be variably adjusted in dependence on the gimbal stiffnesses of the rubber-metal bearings.
- a method for producing a suspension link for a vehicle according to the invention comprises the following steps:
- the semi-finished product may already have the bearing openings for the rubber-metal bearings, which then lie coaxially opposite each other after the bending technical forming.
- the final machined arm body also be coated with a corrosion protective coating.
- the joining connection comprises at least one strike plate.
- the at least one strike plate is suitable for bridging the distance between the side walls of the handlebar body. It can be defined with any joining techniques on the side walls.
- the arrangement of a plurality of strike plates at different axial points of the handlebar body allows variable adaptation of the torsional rigidity of the handlebar body as a function of the cardanic stiffnesses of the rubber-metal bearings.
- the technical joining connection is designed as a cohesive connection.
- cohesive connections for example, offer adhesive bonds or welded joints.
- the side walls can (sections) directly or with the interposition of at least one striker plate are joined together materially.
- the cohesive connection is formed as a welded connection.
- a welded connection can be produced relatively reliably and inexpensively.
- the torsional stiffness of the handlebar body can be variably adjusted in dependence on the cardanic stiffnesses of the rubber-metal bearings.
- the link body is bent around a bending axis extending in its transverse extension.
- 1 is an isometric view of a first embodiment of the suspension control arm
- Fig. 2 is a plan view of a first embodiment of the suspension control arm
- FIG. 3 is a sectional view of a first embodiment of the suspension control arm
- FIG. 5 is a sectional view of a second embodiment of the suspension control arm
- Fig. 6 is an isometric view of a third embodiment of the suspension control arm.
- a first embodiment of a chassis control arm 1 for a vehicle has a handlebar body 2 with two mutually spaced-apart side walls 3, which on one longitudinal side are integrally connected to each other and connected to each other at their opposite free longitudinal sides 4 by a joining connection 5.
- the technical joining connection 5 is represented in the present exemplary embodiment by a section-wise welded connection 5a.
- the link body 2 is produced by bending technology about its symmetry axis S of a metal sheet. At the axial ends of the link body 2 coaxial bearing openings 6 are introduced into the side walls 3, which serve to receive a respective rubber-metal bearing 7.
- the torsional stiffness of the handlebar body 2 is higher than the gimbal stiffness of each rubber-metal bearing 7 and without joining connection 5 with joining technical connection 5.
- a second embodiment of a chassis handlebar 1 for a vehicle has a link body 2 with two spaced-apart side walls 3, which are integrally connected to one another at one longitudinal side and at their opposite free longitudinal sides 4 by a joining connection 5 are interconnected.
- the joining technical connection 5 is shown in the present embodiment by a sectional arrangement of a plurality of locking plates 5b, which can be glued or optionally welded to the side walls 3.
- the link body 2 is produced by bending technology about its symmetry axis S of a metal sheet.
- coaxial bearing openings 6 are introduced into the side walls 3, which serve to receive a respective rubber-metal bearing 7.
- the torsional stiffness of the handlebar body 2 is higher than the gimbal stiffness of each rubber-metal bearing 7 and without joining connection 5 with joining technical connection 5.
- the link body 2 was also bent around a bending axis B, which extends in the transverse direction of the steering body 2.
- a third embodiment of a chassis control arm 1 for a vehicle has a handlebar body 2 with two spaced apart one another. opposite side walls 3, which are integrally connected to each other on one longitudinal side and connected to each other at their opposite free longitudinal sides 4 by a joining connection 5.
- the technical joining connection 5 is represented by a section-wise welded connection 5a (in this case in two sections).
- the link body 2 is produced by bending technology about its symmetry axis S of a metal sheet.
- the link body 2 was also bent around a bending axis B, which extends in the transverse direction of the steering body 2.
- coaxial bearing openings 6 are introduced into the side walls 3, which serve to receive a respective rubber-metal bearing 7.
- the torsional stiffness of the handlebar body 2 is higher than the gimbal stiffness of each rubber-metal bearing 7 and without joining connection 5 with joining technical connection 5.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102013011589.2A DE102013011589A1 (de) | 2013-07-11 | 2013-07-11 | Fahrwerkslenker für ein Fahrzeug und Verfahren zur Herstellung eines Fahrwerkslenkers |
PCT/EP2014/001562 WO2015003769A1 (de) | 2013-07-11 | 2014-06-07 | Fahrwerkslenker für ein fahrzeug und verfahren zur herstellung eines fahrwerkslenkers |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3019357A1 true EP3019357A1 (de) | 2016-05-18 |
Family
ID=50897537
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP14728841.9A Withdrawn EP3019357A1 (de) | 2013-07-11 | 2014-06-07 | Fahrwerkslenker für ein fahrzeug und verfahren zur herstellung eines fahrwerkslenkers |
Country Status (5)
Country | Link |
---|---|
US (1) | US20160167471A1 (de) |
EP (1) | EP3019357A1 (de) |
CN (1) | CN105358346B (de) |
DE (1) | DE102013011589A1 (de) |
WO (1) | WO2015003769A1 (de) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20160347145A1 (en) * | 2015-06-01 | 2016-12-01 | Hendrickson Usa, L.L.C. | Torque Rod For Vehicle Suspension |
CN105437898A (zh) * | 2016-02-02 | 2016-03-30 | 郑州比克新能源汽车有限公司 | 电动汽车用电磁控制臂 |
DE102017207164A1 (de) * | 2017-04-28 | 2018-10-31 | Zf Friedrichshafen Ag | Achsstrebe und Verfahren zur Herstellung einer Achsstrebe |
DE102017109996B4 (de) * | 2017-05-09 | 2019-01-17 | Benteler Automobiltechnik Gmbh | Radlenker mit einem ersten und zweiten Profilkörper |
DE102017219752B4 (de) | 2017-11-07 | 2023-08-31 | Audi Ag | Verfahren zur Herstellung eines Fahrwerkslenkers für ein Fahrzeug |
CN108015164B (zh) * | 2017-12-27 | 2019-02-26 | 宁波沃特汽车部件有限公司 | 后副车架下控制臂的加工工艺 |
DE102018221892A1 (de) * | 2018-12-17 | 2020-06-18 | Zf Friedrichshafen Ag | Fahrwerklenker für ein Kraftfahrzeug |
DE102019102493A1 (de) * | 2019-01-31 | 2020-08-06 | Benteler Automobiltechnik Gmbh | Kraftfahrzeuglenker |
DE102019203832A1 (de) | 2019-03-20 | 2020-09-24 | Audi Ag | Radführungslenker für ein Fahrwerk eines Fahrzeugs, insbesondere eines Kraftfahrzeugs, sowie Fahrzeug, insbesondere Kraftfahrzeug |
DE102020121231A1 (de) | 2020-08-12 | 2022-02-17 | Benteler Automobiltechnik Gmbh | Fahrwerkslenker |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2010126095A (ja) * | 2008-11-28 | 2010-06-10 | F Tech:Kk | アーム部材及びその製造方法 |
Family Cites Families (24)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4441219C2 (de) * | 1994-11-19 | 2001-12-06 | Zf Lemfoerder Metallwaren Ag | Pendelstütze für das Einsetzen von die Lagerstellen bildenden Lagerhüben für die gelenkige Verbindung von Fahrwerksteilen in Kraftfahrzeugen |
FR2782474B1 (fr) * | 1998-08-19 | 2000-11-17 | Lorraine Laminage | Traverse d'un train arriere de vehicule automobile |
ITTO20010253A1 (it) * | 2001-03-16 | 2002-09-16 | Sistemi Sospensioni Spa | Elemento strutturale per una sospensione di un autoveicolo e procedimento per la sua realizzazione. |
DE10140288C1 (de) * | 2001-08-16 | 2002-08-29 | Thyssen Krupp Automotive Ag | Querlenker |
CN100453350C (zh) * | 2003-07-03 | 2009-01-21 | 爱信轻金属株式会社 | 悬架臂 |
DE20317345U1 (de) | 2003-11-11 | 2004-01-15 | Fischer & Kaufmann Gmbh & Co. Kg | Kopplungsstange |
DE102004003150A1 (de) * | 2004-01-21 | 2005-08-11 | Volkswagen Ag | Lenkerelement, insbesondere Querlenkerelement für eine Radaufhängung |
DE102004008957B4 (de) * | 2004-02-24 | 2019-01-17 | Volkswagen Ag | Federlenker für eine Radaufhängung eines Kraftfahrzeugs |
DE102004013554A1 (de) * | 2004-03-19 | 2005-10-13 | Audi Ag | Elastomerlager |
CN2885630Y (zh) * | 2006-02-10 | 2007-04-04 | 上海汇众汽车制造有限公司 | 汽车后控制臂 |
DE102006028713B3 (de) * | 2006-06-20 | 2007-11-22 | Thyssenkrupp Umformtechnik Gmbh | Verfahren zum Herstellen eines im Querschnitt U-förmigen Lenkers aus Blech für eine PKW-Mehrlenkerachse |
DE102007016226A1 (de) * | 2007-04-04 | 2008-10-09 | Audi Ag | Lager für eine Radaufhängung eines Kraftfahrzeugs |
DE102008015393C5 (de) | 2008-03-20 | 2015-11-19 | Gmf Umformtechnik Gmbh | Verfahren zum Herstellen eines von einer einteiligen Blechschale gebildeten, im Querschnitt im Wesentlichen U-förmigen Lenkers für eine Kraftfahrzeug-Mehrlenkerachse |
DE102008059916B3 (de) * | 2008-12-02 | 2010-04-15 | Benteler Automobiltechnik Gmbh | Federlenker mit einem Schließblech |
DE102009012551A1 (de) * | 2009-03-10 | 2010-09-16 | Volkswagen Ag | Federlenker für eine Kraftfahrzeug-Radaufhängung |
DE102010010665B4 (de) * | 2010-03-01 | 2014-11-06 | Progress-Werk Oberkirch Ag | Stabilisierungsstrebe für ein Fahrwerk eines Fahrzeugs |
JP2012188076A (ja) * | 2011-03-14 | 2012-10-04 | Yorozu Corp | 車両用のアーム部品とその製造方法 |
DE102011055993B3 (de) * | 2011-12-02 | 2013-03-21 | Benteler Automobiltechnik Gmbh | Kraftfahrzeug-Fahrwerkskomponente |
DE102012104909A1 (de) * | 2012-06-06 | 2013-12-12 | Benteler Automobiltechnik Gmbh | Querlenker sowie Verfahren zum Herstellen des Querlenkers |
DE102013101276A1 (de) * | 2013-02-08 | 2014-08-14 | Benteler Automobiltechnik Gmbh | Verfahren zur Herstellung eines Kraftfahrzeugstabilisators |
DE102013003145B4 (de) * | 2013-02-25 | 2021-07-08 | Audi Ag | Blechlenker für die Radaufhängung eines Kraftfahrzeugs, Radaufhängung sowie Kraftfahrzeug |
WO2014147754A1 (ja) * | 2013-03-19 | 2014-09-25 | 株式会社ヨロズ | サスペンションリンク及びその製造方法 |
DE102014014834A1 (de) * | 2014-10-07 | 2016-04-07 | Audi Ag | Fahrwerkslenker mit einer Luftleiteinrichtung |
EP3112193B1 (de) * | 2015-07-02 | 2019-07-24 | Engineering Developments for Automotive Industry, S.L. | Verfahren zur herstellung eines aufhängungsarms für kraftfahrzeuge und aufhängungsarm |
-
2013
- 2013-07-11 DE DE102013011589.2A patent/DE102013011589A1/de active Pending
-
2014
- 2014-06-07 CN CN201480038508.9A patent/CN105358346B/zh active Active
- 2014-06-07 EP EP14728841.9A patent/EP3019357A1/de not_active Withdrawn
- 2014-06-07 US US14/903,953 patent/US20160167471A1/en not_active Abandoned
- 2014-06-07 WO PCT/EP2014/001562 patent/WO2015003769A1/de active Application Filing
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2010126095A (ja) * | 2008-11-28 | 2010-06-10 | F Tech:Kk | アーム部材及びその製造方法 |
Non-Patent Citations (1)
Title |
---|
See also references of WO2015003769A1 * |
Also Published As
Publication number | Publication date |
---|---|
US20160167471A1 (en) | 2016-06-16 |
WO2015003769A1 (de) | 2015-01-15 |
CN105358346A (zh) | 2016-02-24 |
DE102013011589A1 (de) | 2015-01-15 |
CN105358346B (zh) | 2018-05-18 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2015003769A1 (de) | Fahrwerkslenker für ein fahrzeug und verfahren zur herstellung eines fahrwerkslenkers | |
DE112006000143B4 (de) | Instrumentenbrettquerträger | |
DE202013004035U1 (de) | Baugruppe für ein Fahrzeug | |
DE102014113333B4 (de) | Gekuppelt-Verbundlenkerachsentyp-Aufhängungssystem | |
EP2020314A1 (de) | Angetriebene Kraftfahrzeug-Hinterachse des Verbundlenkerachstyps | |
DE60315671T2 (de) | Stabilisator und verfahren zur herstellung desselben | |
DE102014005010A1 (de) | Achsträger für ein Kraftfahrzeug und Verfahren zur Herstellung eines Achsträgers | |
DE102013203906A1 (de) | Verfahren zur Herstellung eines vorderen Dreiecksquerlenkers sowie vorderer Dreiecksquerlenker | |
DE102015012928B4 (de) | Schwingungstilger und Achsträger mit demselben | |
DE102009043913A1 (de) | Fahrzeugkarosserie mit modularer Hinterachskonstruktion | |
EP2000335A2 (de) | Achskomponente und Verfahren zur Herstellung einer Achskomponente | |
DE102017208096A1 (de) | Verfahren zur Herstellung eines Verbindungselementes sowie Verbindungselement | |
DE102017215171A1 (de) | Verfahren zur Herstellung eines Fahrzeuglenkers für eine Radaufhängung sowie Fahrzeuglenker | |
DE102016201457A1 (de) | Verfahren zur Herstellung eines Aufhängungslenkers | |
DE102014214917A1 (de) | Modularer Hilfsrahmen für eine Radachse sowie Herstellungsverfahren eines Hilfsrahmens | |
DE102016206649A1 (de) | Hilfsrahmen für ein Fahrzeug | |
DE102016211291A1 (de) | Vorderachsradaufhängung eines Kraftfahrzeuges | |
DE102015216839A1 (de) | Querlenker für eine Radaufhängung eines Kraftfahrzeugs | |
DE10324981B4 (de) | Gestänge, insbesondere Lenker für eine Radführung eines Kraffahrzeugs | |
DE112015005039T5 (de) | Verdrehachsenanordnung für ein Fahrzeug | |
EP3020581A1 (de) | Luftfederträger für eine luftgefederte achse eines nutzfahrzeugs | |
DE102008036342A1 (de) | Querlenker in Fachwerkbauweise | |
DE102019203832A1 (de) | Radführungslenker für ein Fahrwerk eines Fahrzeugs, insbesondere eines Kraftfahrzeugs, sowie Fahrzeug, insbesondere Kraftfahrzeug | |
DE10334192A1 (de) | Lenker für eine Fahrzeug-Radaufhängung | |
DE102014223632A1 (de) | Hinterachse eines Kraftfahrzeugs sowie Kraftfahrzeug mit einer derartigen Hinterachse |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 20160211 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
RIN1 | Information on inventor provided before grant (corrected) |
Inventor name: WINTER, FRIEDRICH-OSKAR Inventor name: FUCHS, MATTHIAS Inventor name: HUDLER, ROLAND Inventor name: SEEMUELLER, WOLFGANG Inventor name: LANGHOFF, HANS-JUERGEN |
|
DAX | Request for extension of the european patent (deleted) | ||
17Q | First examination report despatched |
Effective date: 20171005 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN |
|
18W | Application withdrawn |
Effective date: 20171109 |