WO2007133116A1 - Bus front-wheel suspension - Google Patents

Bus front-wheel suspension Download PDF

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Publication number
WO2007133116A1
WO2007133116A1 PCT/RU2007/000223 RU2007000223W WO2007133116A1 WO 2007133116 A1 WO2007133116 A1 WO 2007133116A1 RU 2007000223 W RU2007000223 W RU 2007000223W WO 2007133116 A1 WO2007133116 A1 WO 2007133116A1
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WO
WIPO (PCT)
Prior art keywords
bus
wheel suspension
suspension
longitudinal
wheels
Prior art date
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PCT/RU2007/000223
Other languages
French (fr)
Russian (ru)
Inventor
Yury Leonidovich Novozhen
Original Assignee
Yury Leonidovich Novozhen
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Application filed by Yury Leonidovich Novozhen filed Critical Yury Leonidovich Novozhen
Publication of WO2007133116A1 publication Critical patent/WO2007133116A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
    • B60G9/003—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle being rigidly connected to a trailing guiding device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
    • B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
    • 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
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/30—Rigid axle suspensions
    • B60G2200/31—Rigid axle suspensions with two trailing arms rigidly connected to the axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/30—Rigid axle suspensions
    • B60G2200/34—Stabilising mechanisms, e.g. for lateral stability
    • B60G2200/341—Panhard rod
    • 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
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • 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
    • B60G2204/129—Damper mount on wheel suspension or knuckle
    • 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
    • B60G2206/70—Materials used in suspensions
    • B60G2206/72—Steel
    • B60G2206/722—Plates
    • 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
    • B60G2206/8108—Shaping by twisting

Definitions

  • the invention relates to the field of transport engineering, in particular, to the design of the front suspensions of wheels of a dependent pneumatic type for vehicles, namely: a bus.
  • a front suspension of the wheels of a bus comprising a front axle beam connected with a fixture for fixing the base of the body, two telescopic shock absorbers, a reaction rod and two air cylinders (see Bus LiAZ-5256 and its modifications. Operating Instructions, “Car Attributes”), M ., 2001, p. 247).
  • the device for fixing the base of the bus body is made in the form of a V-shaped frame, hinged to the front end on the body base, and in the middle part on the front axle beam. At the end opposite the hinge, a transverse beam-beam is attached to the frame, on which shock absorbers and air balloons are mounted, as well as a reaction rod, which fixes the position of the body from lateral displacements relative to the front axle beam.
  • a disadvantage of the design of the known front suspension of the bus is the inability to provide the necessary dynamic characteristics of the suspension when the bus is moving in turns, wheels bend to the road in the same direction and at the same angle as the body with its roll.
  • Another disadvantage of the known design of the front suspension is the complexity of the design, which complicates the process of its assembly, repair, and also increases its mass and reduces the layout space.
  • the closest technical solution to the declared The invention is a front suspension of the bus wheels, comprising a front axle beam, longitudinal rods, at the ends of which there are heads with through holes, a reaction rod, two telescopic shock absorbers and two air cylinders mounted on brackets (see Spare parts catalog, Ikarus bus (Ekarus) 280.33 Budapest, 1986).
  • a disadvantage of the known design of the front suspension of the bus wheels is the presence of three longitudinal rods and low reliability of the suspension, because the connection points of the heads with the longitudinal rods are prefabricated (by screw connection), which in the presence of vibration loads and torque arising from the movement of the bus leads to the destruction of the rods, for example, to tearing the head out of the rod.
  • An object of the invention is to increase the reliability of the suspension, as well as reducing its mass by simplifying the design.
  • the technical result of the invention is to reduce the height of the floor in the cabin of the bus relative to the roadway and improve the dynamic characteristics of the front suspension of the wheels of the bus.
  • each longitudinal rod is made in the form of a strip of constant rectangular section with a bend of one of its ends perpendicular to its longitudinal axis, and each head is made in the form of a cylinder with an open surface.
  • figure 1 shows the front suspension of the bus, General view
  • figure 2 shows the head, side view.
  • the front suspension of the wheels of the bus 1 (Fig. 1) contains a beam of the front axle 2, on which two brackets 3 are mounted to accommodate pneumatic cylinders 4, designed to spring the bus body and provide spring suspension properties due to the elasticity of compressed air.
  • telescopic shock absorbers 5 are attached, which are used to dampen the vibrations of the bus body that occur when it moves on rough roads or in the event of an interaction with an obstacle on the road, and two longitudinal rods 6.
  • the longitudinal rods 6 are made in the form of steel strips of rectangular cross section, constant along the entire length of the strips (see figure 2).
  • each of the longitudinal rods 6 there are heads 7 made in the form of identical cylinders with through holes and an open cylindrical surface (Fig. 2) for swiveling the suspension with the longitudinal beam of the body base frame.
  • the heads are made by twisting the ends of the strips into the cylinder and rotating them 90 degrees relative to the longitudinal axis 8 of the strip in a horizontal plane.
  • the longitudinal axis of each head 7 is perpendicular to the longitudinal axis of the rod.
  • Each longitudinal rod 6 has a bend 9 of its surfaces at the junction of the head 7 with its surface, while the curved surface of each rod is perpendicular to the longitudinal axis of the rod in the horizontal plane.
  • Longitudinal rods 6 fix the beam of the front axle 2 in the longitudinal direction, perceive vertical loads on the beam of the front axle 2 and transmit pushing, brake and lateral forces from wheels 1 on the bus body.
  • the presence of an open cylindrical surface at the heads 7, i.e. the presence of a gap 10 provides damping of longitudinal dynamic loads on the body with pushing and braking forces from the wheels 1 on the body, and the presence of bends 9 at the junction of the heads 7 with the longitudinal rods 6 creates a torsion effect.
  • the elastic deformation of the longitudinal rod 6, obtained by bending its end by 90 degrees creates a moment that counteracts the roll of the bus, and then helps to align the body.
  • the longitudinal rods 6, being stabilizers of the body position, improve the dynamic characteristics of the wheel suspension.
  • one end is fixed to the reaction rod 11, and the other end is connected to the frame of the body base and serves to fix the body from lateral displacement relative to the beam of the front axle 2.
  • the front suspension of the bus wheels works as follows.
  • the proposed design of the front suspension of the bus wheels allows to reduce the weight of the suspension by simplifying its design, namely: reducing the number of longitudinal rods, increasing the reliability of the suspension and improving its dynamic characteristics, as well as reducing the floor height in the passenger compartment of the bus relative to the roadway to 465 mm, which facilitates landing and disembarkation of passengers during the operation of the bus in urban conditions.
  • a bus using the proposed design of the front wheel suspension allows it to be assigned to the class of buses with a lower floor level, unlike buses that use the well-known wheel suspensions belonging to the class of high-floor buses.

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

Abstract

The invention relates to transport engineering, in particular to structural design for the front-wheel suspension of a rigid-axle pneumatic type used in transport means, mainly in a bus. The aim of said invention is to improve the reliability of the suspension, to reduce the mass thereof by simplifying the structural design therefor, to reduce the height from the road of a floor in the bus passenger compartment and to improve the dynamic characteristics of the bus front-wheel suspension. The aim is attained by that the inventive bus front-wheel suspension comprises a front axle beam, longitudinal bars which a provided on the ends thereof with heads having though holes, two telescopic shock absorbers, a reaction rod and two pneumocylinders mounted on cantilevers. Said wheel suspension also comprises two longitudinal bars, each of which is embodied in the form of a strip having a uniform rectangular cross-section whose one end is bent in a perpendicular direction to the longitudinal axis thereof and each head is embodied in the form of a cylinder having an open surface.

Description

ПЕРЕДНЯЯ ПОДВЕСКА КОЛЕС АВТОБУСА FRONT SUSPENSION OF THE WHEELS OF THE BUS
Область техникиTechnical field
Изобретение относится к области транспортного машиностроения, в частности, к конструкции передних подвесок колес зависимого пневматического типа для транспортных средств, а именно: автобуса.The invention relates to the field of transport engineering, in particular, to the design of the front suspensions of wheels of a dependent pneumatic type for vehicles, namely: a bus.
Предшествующий уровень техникиState of the art
Известна передняя подвеска колес автобуса, содержащая балку передней оси, связанную с приспособлением для фиксации основания кузова, два телескопических амортизатора, реактивную штангу и два пневмобаллона (см. Автобус ЛиAЗ-5256 и его модификации. Руководство по эксплуатации, «Aтлacы автомобилей)), M., 2001, c.247). Приспособление для фиксации основания кузова автобуса выполнено в виде рамы V- образной формы, шарнирно закрепленную передним концом на основании кузова, а в средней части - на балке передней оси. На противоположном от шарнира конце к раме прикреплена поперечная балка-траверса, на которой установлены амортизаторы и пневмобаллоны, а также реактивная штанга, которая фиксирует положение кузова от поперечных смещений относительно балки передней оси.A front suspension of the wheels of a bus is known, comprising a front axle beam connected with a fixture for fixing the base of the body, two telescopic shock absorbers, a reaction rod and two air cylinders (see Bus LiAZ-5256 and its modifications. Operating Instructions, “Car Attributes”), M ., 2001, p. 247). The device for fixing the base of the bus body is made in the form of a V-shaped frame, hinged to the front end on the body base, and in the middle part on the front axle beam. At the end opposite the hinge, a transverse beam-beam is attached to the frame, on which shock absorbers and air balloons are mounted, as well as a reaction rod, which fixes the position of the body from lateral displacements relative to the front axle beam.
Недостатком конструкции известной передней подвески автобуса является невозможность обеспечения необходимых динамических характеристик подвески при движении автобуса на поворотах, т.к. колеса наклоняются к дороге в ту же сторону и на тот же угол, что и кузов при его крене. Другим недостатком известной конструкции передней подвески является сложность конструкции, что усложняет процесс ее сборки, ремонта, а также увеличивает ее массу и уменьшает компоновочное пространство.A disadvantage of the design of the known front suspension of the bus is the inability to provide the necessary dynamic characteristics of the suspension when the bus is moving in turns, wheels bend to the road in the same direction and at the same angle as the body with its roll. Another disadvantage of the known design of the front suspension is the complexity of the design, which complicates the process of its assembly, repair, and also increases its mass and reduces the layout space.
Наиболее близким техническим решением к заявленному изобретению является передняя подвеска колес автобуса, содержащая балку передней оси, продольные штанги, на концах которых расположены головки со сквозными отверстиями, реактивную штангу, два телескопические амортизатора и два пневмобаллона, установленные на кронштейнах (см. Каталог запасных частей, автобус Икарус (Экарус) 280.33, Будапешт, 1986 г.).The closest technical solution to the declared The invention is a front suspension of the bus wheels, comprising a front axle beam, longitudinal rods, at the ends of which there are heads with through holes, a reaction rod, two telescopic shock absorbers and two air cylinders mounted on brackets (see Spare parts catalog, Ikarus bus (Ekarus) 280.33 Budapest, 1986).
Недостатком известной конструкции передней подвески колес автобуса является наличие трех продольных штанг и низкая надежность подвески, т.к. места соединения головок с продольными штангами сборные (путем винтового соединения), что при наличии вибрационных нагрузок и крутящего момента, возникающих при движении автобуса, приводит к разрушению штанг, например, к вырыванию головки из штанги.A disadvantage of the known design of the front suspension of the bus wheels is the presence of three longitudinal rods and low reliability of the suspension, because the connection points of the heads with the longitudinal rods are prefabricated (by screw connection), which in the presence of vibration loads and torque arising from the movement of the bus leads to the destruction of the rods, for example, to tearing the head out of the rod.
Раскрытие изобретенияDisclosure of invention
Технической задачей изобретения является повышение надежности подвески, а также снижение ее массы путем упрощения конструкции.An object of the invention is to increase the reliability of the suspension, as well as reducing its mass by simplifying the design.
Техническим результатом изобретения является снижение высоты пола в салоне автобуса относительно дорожного полотна и улучшение динамических характеристик передней подвески колес автобуса.The technical result of the invention is to reduce the height of the floor in the cabin of the bus relative to the roadway and improve the dynamic characteristics of the front suspension of the wheels of the bus.
Технический результат в передней подвеске колес автобуса, содержащей балку передней оси, продольные штанги, имеющие на своих концах головки со сквозными отверстиями, два телескопических амортизатора, реактивную штангу и два пневмобаллона, установленные на кронштейнах, достигается тем, что подвеска содержит две продольные штанги, при этом каждая продольная штанга выполнена в виде полосы постоянного прямоугольного сечения с изгибом одного из своих концов перпендикулярно продольной ее оси, а каждая головка выполнена в виде цилиндра с незамкнутой поверхностью. Краткое описание чертежейThe technical result in the front suspension of the wheels of the bus containing the front axle beam, longitudinal rods having heads at their ends with through holes, two telescopic shock absorbers, a reactive rod and two air cylinders mounted on brackets, is achieved by the fact that the suspension contains two longitudinal rods, this, each longitudinal rod is made in the form of a strip of constant rectangular section with a bend of one of its ends perpendicular to its longitudinal axis, and each head is made in the form of a cylinder with an open surface. Brief Description of the Drawings
Изобретение поясняется чертежами, где на: фиг.1 изображена передняя подвеска автобуса, общий вид; фиг.2 изображена головка, вид сбоку.The invention is illustrated by drawings, where in: figure 1 shows the front suspension of the bus, General view; figure 2 shows the head, side view.
Передняя подвеска колес 1 автобуса (фиг.l) содержит балку передней оси 2, на которой смонтированы два кронштейна 3 для размещения на них пневмобаллонов 4, предназначенных для подрессоривания кузова автобуса и обеспечивающих пружинные свойства подвески за счет упругости сжатого воздуха. К основаниям кронштейнов 3, с использованием известных технических средств, крепятся телескопические амортизаторы 5, которые служат для гашения колебаний кузова автобуса, возникающих при его движении по неровной дороге или в случае взаимодействия с препятствием на дороге, и две продольные штанги 6 . Продольные штанги 6 выполнены в виде стальных полос прямоугольного сечения, постоянного по всей длине полос (см. фиг.2). На противоположных концах каждой из продольных штанг 6 расположены головки 7, выполненные в виде идентичных цилиндров со сквозными отверстиями и незамкнутой цилиндрической поверхностью (фиг.2) для шарнирного соединения подвески с продольной балкой каркаса основания кузова. Следует отметить, что для повышения надежности соединения подвески с основанием кузова, головки выполняют путем закручивания концов полос в цилиндр и поворотом их на 90 градусов относительно продольной оси 8 полосы в горизонтальной плоскости. Продольная ось каждой головки 7 расположена перпендикулярно продольной оси штанги. Каждая продольная штанга 6 имеет изгиб 9 ее поверхностей в месте соединения головки 7 с ее поверхностью, при этом изогнутая поверхность каждой штанги перпендикулярна продольной оси штанги в горизонтальной плоскости. Продольные штанги 6 фиксируют балку передней оси 2 в продольном направлении, воспринимают вертикальные нагрузки на балку передней оси 2 и передают толкающие, тормозные и боковые усилия от колес 1 на кузов автобуса. Наличие незамкнутой цилиндрической поверхности у головок 7, т.е. наличие зазора 10 обеспечивает гашение продольных динамических нагрузок на кузов при толкающих и тормозящих усилиях от колес 1 на кузов, а наличие изгибов 9 в местах соединения головок 7 с продольными штангами 6 создает торсионный эффект. При боковом крене, например, при повороте автобуса упругая деформация продольной штанги 6, полученная за счет изгиба ее конца на 90 градусов, создает момент, противодействующий крену автобуса, а затем способствует выравниванию кузова. Таким образом, продольные штанги 6, являясь стабилизаторами положения кузова, улучшают динамические характеристики подвески колес. На балке передней оси 2 одним своим концом закреплена реактивная штанга 11, а другим концом она связана с каркасом основания кузова и служит для фиксации кузова от поперечного смещения относительно балки передней оси 2.The front suspension of the wheels of the bus 1 (Fig. 1) contains a beam of the front axle 2, on which two brackets 3 are mounted to accommodate pneumatic cylinders 4, designed to spring the bus body and provide spring suspension properties due to the elasticity of compressed air. To the bases of the brackets 3, using well-known technical means, telescopic shock absorbers 5 are attached, which are used to dampen the vibrations of the bus body that occur when it moves on rough roads or in the event of an interaction with an obstacle on the road, and two longitudinal rods 6. The longitudinal rods 6 are made in the form of steel strips of rectangular cross section, constant along the entire length of the strips (see figure 2). At the opposite ends of each of the longitudinal rods 6 there are heads 7 made in the form of identical cylinders with through holes and an open cylindrical surface (Fig. 2) for swiveling the suspension with the longitudinal beam of the body base frame. It should be noted that to increase the reliability of the connection of the suspension with the base of the body, the heads are made by twisting the ends of the strips into the cylinder and rotating them 90 degrees relative to the longitudinal axis 8 of the strip in a horizontal plane. The longitudinal axis of each head 7 is perpendicular to the longitudinal axis of the rod. Each longitudinal rod 6 has a bend 9 of its surfaces at the junction of the head 7 with its surface, while the curved surface of each rod is perpendicular to the longitudinal axis of the rod in the horizontal plane. Longitudinal rods 6 fix the beam of the front axle 2 in the longitudinal direction, perceive vertical loads on the beam of the front axle 2 and transmit pushing, brake and lateral forces from wheels 1 on the bus body. The presence of an open cylindrical surface at the heads 7, i.e. the presence of a gap 10 provides damping of longitudinal dynamic loads on the body with pushing and braking forces from the wheels 1 on the body, and the presence of bends 9 at the junction of the heads 7 with the longitudinal rods 6 creates a torsion effect. When the side roll, for example, when turning the bus, the elastic deformation of the longitudinal rod 6, obtained by bending its end by 90 degrees, creates a moment that counteracts the roll of the bus, and then helps to align the body. Thus, the longitudinal rods 6, being stabilizers of the body position, improve the dynamic characteristics of the wheel suspension. On the beam of the front axle 2, one end is fixed to the reaction rod 11, and the other end is connected to the frame of the body base and serves to fix the body from lateral displacement relative to the beam of the front axle 2.
Лучший вариант осуществления изобретенияThe best embodiment of the invention
Передняя подвеска колес автобуса работает следующим образом.The front suspension of the bus wheels works as follows.
При движении автобуса (в ходе его эксплуатации) вертикальное перемещение колес 1 на различную величину относительно кузова обеспечивается шарнирным соединением продольных штанг 6 с каркасом основания кузова, при этом упругая деформация продольных штанг 6 вызывает момент, противодействующий крену кузова автобуса. Наличие зазора 10 в головках обеспечивает гашение продольных динамических нагрузок на кузов при толкающих и тормозящих усилиях от колес на кузов. В случае движения автобуса в повороте, его колеса отклоняются к дороге на меньший угол, чем крен кузова, т.к. продольные штанги 6 выполняют функцию торсионов. Это уменьшает нежелательный угол увода колес 1 и улучшает устойчивость и управляемость автобуса. Промышленная применимостьWhen the bus moves (during its operation), the vertical movement of the wheels 1 by a different amount relative to the body is ensured by the articulation of the longitudinal rods 6 with the frame of the base of the body, while the elastic deformation of the longitudinal rods 6 causes a moment that counteracts the roll of the bus body. The presence of a gap of 10 in the heads provides damping of the longitudinal dynamic loads on the body with pushing and braking forces from the wheels to the body. In the case of the movement of the bus in a turn, its wheels deviate to the road by a smaller angle than the roll of the body, because longitudinal rods 6 perform the function of torsion bars. This reduces the unwanted steering angle 1 and improves the stability and handling of the bus. Industrial applicability
Предложенная конструкция передней подвески колес автобуса позволяет уменьшить массу подвески путем упрощения ее конструкции, а именно: сокращения количества продольных штанг, повысить надежность подвески и улучшить ее динамические характеристики, а также снизить высоту пола в салоне автобуса относительно дорожного полотна до 465 мм, что облегчает посадку и высадку пассажиров при эксплуатации автобуса в городских условиях.The proposed design of the front suspension of the bus wheels allows to reduce the weight of the suspension by simplifying its design, namely: reducing the number of longitudinal rods, increasing the reliability of the suspension and improving its dynamic characteristics, as well as reducing the floor height in the passenger compartment of the bus relative to the roadway to 465 mm, which facilitates landing and disembarkation of passengers during the operation of the bus in urban conditions.
Таким образом, автобус с применением предложенной конструкции передней подвески колес позволяет отнести его к классу автобусов с пониженным уровнем пола в отличие от автобусов, в которых применяются известные подвески колес, относящихся к классу высокопольных автобусов. Thus, a bus using the proposed design of the front wheel suspension allows it to be assigned to the class of buses with a lower floor level, unlike buses that use the well-known wheel suspensions belonging to the class of high-floor buses.

Claims

ФОРМУЛА ИЗОБРЕТЕНИЯCLAIM
Передняя подвеска колес автобуса, содержащая балку передней оси, продольные штанги, имеющие на своих концах головки со сквозными отверстиями, два телескопических амортизатора, реактивную штангу и два пневмобаллона, установленные на кронштейнах, отличающаяся тем, что подвеска содержит две продольные штанги, при этом каждая продольная штанга выполнена в виде полосы постоянного прямоугольного сечения с изгибом одного из своих концов перпендикулярно продольной ее оси, а каждая головка выполнена в виде цилиндра с незамкнутой поверхностью. The front wheel suspension of the bus, containing the front axle beam, longitudinal rods having heads at their ends with through holes, two telescopic shock absorbers, a reaction rod and two air cylinders mounted on brackets, characterized in that the suspension contains two longitudinal rods, each longitudinal the rod is made in the form of a strip of constant rectangular section with a bend of one of its ends perpendicular to its longitudinal axis, and each head is made in the form of a cylinder with an open surface.
PCT/RU2007/000223 2006-05-16 2007-05-04 Bus front-wheel suspension WO2007133116A1 (en)

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RU2006116717 2006-05-16
RU2006116717 2006-05-16

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009014423A1 (en) * 2007-07-20 2009-01-29 Weweler Nederland B.V. Wheel axle suspension
US10406879B2 (en) * 2016-06-08 2019-09-10 Ford Global Technologies, Llc Vehicle wheel suspension

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Publication number Priority date Publication date Assignee Title
DE4338651A1 (en) * 1993-11-12 1995-03-09 Daimler Benz Ag Suspension for a rigid axle of a vehicle, especially a truck or bus
EP1211107A2 (en) * 2000-11-29 2002-06-05 Meritor Heavy Vehicle Technology, LLC A vehicle suspension
RU2245811C1 (en) * 2003-06-05 2005-02-10 Федеральное государственное унитарное предприятие "Центральный научно-исследовательский автомобильный и автомоторный институт" (НАМИ) City bus

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4338651A1 (en) * 1993-11-12 1995-03-09 Daimler Benz Ag Suspension for a rigid axle of a vehicle, especially a truck or bus
EP1211107A2 (en) * 2000-11-29 2002-06-05 Meritor Heavy Vehicle Technology, LLC A vehicle suspension
RU2245811C1 (en) * 2003-06-05 2005-02-10 Федеральное государственное унитарное предприятие "Центральный научно-исследовательский автомобильный и автомоторный институт" (НАМИ) City bus

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009014423A1 (en) * 2007-07-20 2009-01-29 Weweler Nederland B.V. Wheel axle suspension
US8317209B2 (en) 2007-07-20 2012-11-27 Weweler Nederland B.V. Wheel axle suspension
US8622405B2 (en) 2007-07-20 2014-01-07 Weweler Nederland B.V. Wheel axle suspension
US10406879B2 (en) * 2016-06-08 2019-09-10 Ford Global Technologies, Llc Vehicle wheel suspension

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