WO2011081021A1 - サスペンションのサブフレーム - Google Patents
サスペンションのサブフレーム Download PDFInfo
- Publication number
- WO2011081021A1 WO2011081021A1 PCT/JP2010/072586 JP2010072586W WO2011081021A1 WO 2011081021 A1 WO2011081021 A1 WO 2011081021A1 JP 2010072586 W JP2010072586 W JP 2010072586W WO 2011081021 A1 WO2011081021 A1 WO 2011081021A1
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- WO
- WIPO (PCT)
- Prior art keywords
- main body
- side end
- frame
- sub
- body member
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
Definitions
- the present invention relates to a sub-frame used for a suspension of a car.
- the suspension of a vehicle has a sub-frame located between the left and right wheels.
- the sub-frame is connected to the vehicle body side, and the wheels are also connected via a lower arm and a knuckle. Therefore, the sub-frame must be sufficiently rigid against the force from the front, rear, left, right or up and down transmitted from the wheel side, and such an input can be efficiently transmitted, It is preferable to ensure support.
- a relatively large single plate material is used by press-molding, and in order to make it highly rigid, for example, in the case disclosed in Japanese Patent No. 2963749, a local portion of the plate material is used.
- a reinforcing body is provided between the upper panel and the lower panel.
- the present invention has been made to solve the problems associated with the above-described prior art, and has extremely high rigidity against forces acting from all directions, is lightweight, inexpensive, versatile, and highly safe.
- the purpose is to provide a suspension sub-frame.
- the sub-frame of the suspension according to the present invention for achieving this object has a main body member disposed between the wheels and a side end member molded to have high rigidity independently of the main body member. And the side end members are attached to both end portions in the vehicle width direction of the main body member so as to extend in the longitudinal direction of the vehicle.
- the main body member is reinforced by the highly rigid side end member, and the entire sub frame has high rigidity. Further, the main body member having a large area can be downsized as much as the both side end members are provided, material removal can be performed without waste, and the both side end members may be plate materials having a small area. There is no waste in material taking, which is advantageous in cost.
- the vehicle using the sub-frame is different from 2WD or 4WD, the kind of engine mounted, etc., the tread difference, or each model or destination
- the input can be opposed at the time of a frontal collision, and the safety of the vehicle interior is improved.
- the side end member is constituted by a frame-like member having a space in which the base end portion of the arm member is accommodated, the arm member can be attached to a portion having high rigidity. Even if force is applied to the arm member from the front and rear, right and left or up and down directions, the suspension has extremely high rigidity.
- the arm member can be attached utilizing the space of the side end member, and not only the workability improves, but also the freedom degree of the arm member design is expanded.
- the connecting member for connecting the sub-frame and the vehicle body since the connecting member for connecting the sub-frame and the vehicle body is directly attached to the side end member, the force acting from all directions transmitted from the wheel side through the arm member is the side end member. It can be directly transmitted to the connecting member, the body member and the vehicle body, and the transmission efficiency of the input can be extremely improved and the input can be easily handled.
- the high-rigidity side end member is primarily opposed to the input and transmitted to the main body member, weight reduction can be achieved by reducing the plate thickness and reducing the cross section of the main body member.
- the main body member since the longitudinal end of the main body member is bent to form the vertical wall, the main body member is also made highly rigid by the vertical wall, and the main body member is a side with high rigidity. Since it is surrounded by the end member and the vertical wall, a suspension with higher rigidity is obtained.
- the vertical wall is positioned on or near the line connecting the support points supporting the base end of the arm member, the vertical wall opposes the input from the arm member, and the main body The member is made more rigid.
- the main body member is formed of a molded plate having a rectangular shape in a plan view, even the main body member having a large area can be removed without waste, which is advantageous in cost.
- the main body member is constituted by the formed plate having the well-like frame structure, even if the main body member has a large area, the weight can be reduced.
- FIG. 1 is a schematic perspective view showing a suspension according to an embodiment of the present invention. It is a schematic plan view of FIG.
- FIG. 3 is a schematic cross-sectional view taken along line 3-3 of FIG.
- FIG. 4 (A) is a schematic cross-sectional view taken along line 4-4 of FIG. 2, and (B) and (C) are schematic cross-sectional views showing other examples.
- FIG. 5 is a schematic cross-sectional view taken along line 5-5 of FIG. 2; It is a schematic perspective view which shows the modification 1 of embodiment. It is a disassembled perspective view of FIG. It is a schematic plan view which shows the modification 2 of embodiment.
- the sub-frame 1 of the suspension according to the present embodiment is for a front suspension, but generally, a main body disposed between both wheels (only one of the wheels is shown in the figure) W and having a relatively large area It is comprised from the member 2 and the side end member 10 attached to the vehicle width direction both-ends part of this main body member 2, respectively.
- the main body member 2 and the side end member 10 are attached to the vehicle body via the connecting member 15, but without using the connecting member 15 having a predetermined height in such vertical direction, directly or by using a height adjusting member, etc. You may attach to the vehicle body side via.
- the main body member 2 has a generally “I” shape in plan view as a whole, and includes the upper member 3 and the lower member 4.
- the upper member 3 is formed with a bulging portion that bulges upward at the center, and the lower member 4 is also formed with a somewhat uneven portion due to the relationship with peripheral devices. Basically, both have almost the same external shape, and the plate is press-formed. That is, as shown in FIG. 2, the upper member 3 and the lower member 4 are provided on both sides of the substantially rectangular main plate portions 3a and 4a (areas surrounded by the one-dot chain line) and the main plate portion 3a in the vehicle width direction.
- the side plate portions 3b and 4b have substantially trapezoidal shapes, and the side plate portions 3b and 4b are formed so as to widen outward in the vehicle width direction. If this is done, the bonding area between the highly rigid side end member 10 and the main body member 2 described later becomes large, and the rigidity of the main body member 2 becomes high, which is preferable.
- Both side ends 3b and 4b in the vehicle width direction of the upper member 3 and the lower member 4 are connected by fixing means such as welding or bolts in a state mounted on the upper and lower surfaces of the side end member 10 (FIG. 4) reference).
- both side end portions 3b and 4b may be bent, and the bent end portions may be connected to the upright portion 11 of the side end member 10 by welding or fixing means such as a bolt.
- the end portions 3c and 4c in the front-rear direction of the upper member 3 and the lower member 4 are bent at a right angle as shown in FIG. 3A, and the vertical wall 5 is formed by putting together the tip portions. . If the vertical wall 5 is formed, the rigidity of the main body member 2 is further enhanced, and the main body member 2 is surrounded by the highly rigid side end member 10 and the vertical wall 5, thereby providing a suspension of higher rigidity.
- the vertical wall 5 does not necessarily have to be bent at a right angle, but may not have to be formed by sticking the end portions together, and may be formed by sticking obliquely inclined ones (not shown), FIG. It may be formed in an L shape as shown in the above, or as shown in FIG. 3 (C), in which the tips are overlapped.
- the vertical wall 5 is preferably located on or near the line connecting the left and right support points S (see FIG. 1) at which the ends 3c and 4c support the base end of the arm member 13. In this way, the vertical wall 5 opposes the input from the arm member 13, and the body member 2 is made more rigid.
- the vertical wall 5 may be in a state in which the end portions 3c and 4c are bent, but it is preferable to increase the rigidity by matching or welding the end faces.
- the side end member 10 has high rigidity and is formed independently of the main body member 2. Forming the highly rigid side end member 10 independently of the main body member 2 provides the following various advantages.
- the side end member 10 having desired rigidity can be easily formed.
- the side end member 10 functions as a so-called “necessary” or “core”, and the rigidity of the entire sub-frame can also be greatly improved.
- the side end members 10 can be used to form the sub frame 1. Therefore, even if there are various differences in specifications such as differences in the types of engines, such as 2WD or 4WD, the type of engine, etc., different treads, or different requirements for each model and destination, It is possible to cope with the difference in specification by dealing with parts by making minimum changes to each part of the frame or controlling the thickness and shape of each part to share parts. That is, basically, the side end members on both sides may be shared, and only the portion of the main body member may be changed, resulting in a suspension that can easily absorb the specification difference of each vehicle, and as a result, contributes to the cost reduction of the suspension.
- the highly rigid side end member 10 significantly deforms the front surface of the vehicle when the vehicle makes a frontal collision or an offset collision. Can be prevented and the safety of occupants can be enhanced.
- the side end member 10 may be of any type as long as it has a highly rigid cross-sectional shape, and for example, those shown in FIGS. 4 (A) to 4 (C) can be used. . That is, it is preferable to use a frame-like member having an “U” -shaped, “L” -shaped, or “R” -shaped cross section perpendicular to the axis.
- the rigidity can be extremely high.
- the one formed in a U-shaped cross section perpendicular to the axis is arranged so that the open side, that is, the release side portion is located on the outer side in the vehicle width direction, the space generated by this U shape is utilized here.
- the lower arm 13 can be installed to improve not only the workability but also the freedom of arm member design.
- the lower arm 13 connects the sub-frame 1 and the wheel W, and is attached to the side end member 10 so as to be capable of swinging in the vertical direction.
- the periphery of the lower arm 13 or the connection portion with the wheel W is The description is omitted because it belongs to the public.
- the main body member 2 and the side end members 10 are punched out of a strip-like plate material to take out the material and press-formed the same.
- the main body member 2 having a large area in the sub frame 1 is rectangular Since the shape is relatively easy to take out of the material having a trapezoidal shape, waste in material removal is small, which is advantageous in cost. Further, since the material may be taken in a substantially rectangular shape before the side end member 10 is also bent and formed, there is no waste in the material taking for the side end member 10 as well.
- the body member 2 and the side end member 10 may be stamped and formed at the same time using the same material, but in order to form the side end member 10 of higher rigidity, it is preferable to form them separately.
- main body member 2 and the side end member 10 are not necessarily limited to punching forming and bending forming, and in some cases, may be formed using a pipe shape, a closed cross sectional structure, or the like.
- a connecting member 15 for connecting the sub-frame 1 to the vehicle body side is provided from the upper surface to the inner surface of the side end member 10.
- the connecting member 15 has a through hole 16 formed at the top, through which a bolt, a bush 14 or the like for connecting to the vehicle body side is inserted.
- the lower portion of the connecting member 15 is welded in a state in which the outer portion is placed on the side end member 10, the inner side portion passes through the upper member 3 of the main body member 2 and reaches the lower member 4 3 and lower member 4 are welded.
- the connecting member 15 since the connecting member 15 is directly attached to the highly rigid side end member 10, it not only has high rigidity, but also transmits force from the wheel side via the lower arm 13 and acts from any direction. Is directly transmitted via the side end member 10 to the connecting member 15, the body member 2 and the vehicle body without any attenuation. As a result, the transmission efficiency of the input is greatly improved, and coping with the force is facilitated. Moreover, since this force is transmitted to the connecting member 15, the main body member 2 and the vehicle body side after the highly rigid side end members 10 oppose each other, the weight reduction by reducing the thickness and the cross section of the main body member 2 is realized. Can be
- the connecting member 15 is disposed on the side end member 10 and extends along the upright portion 11 of the side end member 10, and thus has high rigidity, but in some cases Alternatively, welding may be performed in a state of being placed across both the side end member 10 and the main body member 2, and the lower portion of the connection member 15 through which the upper member 3 of the main body member 2 is inserted is the side end member 10. Welding may be performed in a state of being extended to the lower surface of the horizontal portion 12.
- the connecting member 15 directly connects the suspension to the vehicle body, but is formed of a hollow member formed by combining press-formed parts and welding them together in order to reduce the weight. However, not only this but also it may form using a pipe.
- a plate material for the upper member 3 and the lower member 4 of the main body member 2 is punched out of a strip-shaped long plate material by a pressing device, and the material is removed.
- the main body member 2 has a shape easy to take out of material, waste is unlikely to occur, which is extremely advantageous in cost.
- the upper member 3 and the lower member 4 may be integrally formed into a hollow cross-sectional shape by sheet hydro or the like without using a pressing device.
- the plate material for the upper member 3 and the lower member 4 is press-formed.
- the two are combined and the mating surfaces are welded to form the main body member 2.
- the upper member 3 or the lower member 4 has sufficient rigidity, only one of them may be used.
- the side end member 10 uses a plate material different from the main body member 2 and is punched from the plate material into a substantially rectangular shape. Also in this case, the plate material for the side end member 10 has a substantially rectangular shape, and therefore, as in the case of the main body member 2, no waste occurs in the material removal. This plate material is press-formed into a U-shaped, L-shaped or L-shaped cross section perpendicular to the axis to form a long frame-like member. Also in this case, it is needless to say that the sheet may be formed by sheet hydro or the like without using a pressing device.
- the side end member 10 is brought into surface contact with both side end portions of the main body member 2, and the side end member 10 is firmly connected to the main body member 2 by welding or fixing means such as bolts.
- the connecting member 15 is placed on the side end member 10, and in some cases, the connecting member 15 straddling the joint portion of the side end member 10 and the main body member 2 and welded.
- the sub-frame 1 thus formed is set in the engine room, and when the lower arm 13 is attached to the side end member 10 while the connecting member 15 is connected to the vehicle body side, the setting is completed.
- the lower arm 13 may be attached directly to the side end member 10 or may be attached via a separate bracket.
- various forces or moments are applied to the sub-frame 1 from the wheel W through the lower arm 13 or the like from any direction such as front and rear, left and right or up and down with respect to the sub-frame 1.
- the force from the vertical direction accompanying the vertical movement of the wheel W during traveling the force from the longitudinal direction by applying braking, the moment accompanying the twist of the vehicle body generated when steering, etc. are applied to the sub-frame 1 .
- Such a force temporarily acts on the side end member 10 but is directly transmitted to the vehicle body side or the main body member 2 through the connection member 15. Therefore, since this input is not attenuated on the way or acting on other members and is transmitted very efficiently, it is possible to reduce the plate thickness and the cross section of the main body member 2. Contribute to weight reduction.
- ⁇ Modification 1> 6 is a schematic perspective view showing a first modification of the embodiment
- FIG. 7 is an exploded perspective view of FIG.
- the same reference numerals are used for members common to the members shown in FIGS. 1 to 5, and the description will be omitted.
- the main body member 2 described above has a substantially “I” shape in plan view, but as shown in FIG. 6, the main body member 2 may be composed of an upper member 3 and a lower member 4 in a substantially rectangular shape in plan view. .
- the upper member 3 is integrally formed with a central main plate 3d, sloped plate portions 3e at both ends, and front and rear end plates 3c.
- the upper surface of the main plate portion 3d is formed flat, and a steering gear box or the like is attached thereto.
- the lower member 4 has a flat main plate 4d in the center, an inclined portion 4e inclined downward from the periphery of the main plate 4d, and an end plate 4c erected on the periphery of the inclined portion 4e. , And the lower member 4 is also formed in the shape of a high space. After the upper member 3 and the lower member 4 are put together in the middle, the front and rear end plates 3c of the upper member 3 and the end plate 4b of the lower member 4 are welded over the entire circumference.
- the highly rigid vertical wall 5 is formed in the front-rear direction, and together with the highly rigid side end member 10, a very rigid subframe is formed. Further, if the upper member 3 and the lower member 4 are configured to be in-between, the rigidity of the vertical wall 5 can be further increased, and since it is hollow, it contributes to weight reduction of the sub-frame 1.
- a so-called crash bar 20 may be attached to the tip of the side end member 10 as shown in FIG.
- the attachment may be direct or in some cases via a bracket.
- the crash bar 20 has a function of absorbing an external force at the time of frontal collision, the crash bar 20 is formed of a hollow rod, but may be solid. In this way, the safety of the vehicle can be further enhanced, but it is particularly effective for small vehicles.
- the crash bar 20 may connect the tip portions of two crash bars 20 to each other by a connecting plate 21 as shown in FIG. This is preferable because the strength of the crash bar 20 is further improved.
- the crush bar 20 When the crash bar 20 is attached to the front end of the side end member 10, the crush bar 20 is supported by a very rigid member, and the side end member 10 is, for example, in the frontal collision direction in which the force acts. Therefore, even if the crash bar 20 is deformed by a relatively large impact force, the side end member 10 opposes this, and the vehicle end space is not adversely affected. In some cases, deformation of the crash bar 20 can also control the amount of impact energy absorbed.
- FIG. 8 is a plan view of the second modification.
- the members common to the members shown in FIGS. 1 to 5 and the like are denoted by the same reference numerals and description thereof is omitted.
- the above-mentioned main body member 2 has a substantially “I” shape or a rectangular shape in a plan view, but the present invention is not limited to this, and as shown in FIG. It may be configured by In this way, the weight of the main body member 2 having a large area can be reduced.
- the main body member 2 may be formed by combining two formed plates having a well-shaped frame structure, but the pipe-like members P1 and P2 are used and provided between the side end members 10 It is also good.
- the pipe-like member P2 is positioned on or near the line connecting the support points S supporting the base end of the arm member 13. Installation is preferred. In this way, the pipe-like member P2 opposes the input from the arm member 13, and the rigidity of the main body member 2 is further enhanced.
- the side end member 10 is provided independently of the vehicle body, but in some cases, the axial rear end portion side of the side end member 10 is a vehicle body reinforcing structural member (so-called member) It may be attached to or located near to.
- a vehicle body reinforcing structural member so-called member
- a highly rigid structural member for reinforcing a vehicle body which extends in the vehicle width direction in front of a cabin, is installed.
- the side end member 10 When the side end member 10 is attached directly or indirectly to such a highly rigid structural member for reinforcing a vehicle body, or when the side end member 10 is moved backward due to a frontal collision, it abuts or collides with the structural member for reinforcing the vehicle body. It may be arranged to
- the main body member 2 and the side end member 10 are fixed in surface contact with each other, not only this, but the side end member 10 is provided with a receiving seat, and the main body member 2 is supported by this receiving seat It is also good.
- the present invention is suitably applicable to a sub-frame used for a suspension.
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- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
<変形例1>
図6は実施形態の変形例1を示す概略斜視図、図7は図6の分解斜視図である。なお、図1~図5に示す部材と共通する部材には同一符号を使用し、説明は省略する。
<変形例2>
図8は、変形例2の平面図である。なお、図1~図5などに示す部材と共通する部材には同一符号を使用し、説明は省略する。上述した本体部材2は、平面視略「I」字状あるいは矩形状をしたものであるが、本発明は、これのみでなく、図8に示すように、井桁状の骨組構造をした成形板により構成してもよい。このようにすれば、大きな面積を有する本体部材2であっても軽量化できる。
本発明は、サスペンションに使用されるサブフレームに好適に利用できる。
Claims (8)
- 車輪に連結されるアーム部材の基端部を支持するサスペンションのサブフレームであって、前記車輪間に配置される本体部材と、当該本体部材とは独立に高剛性を有するように成形された側端部材と、を有し、当該側端部材が車両の前後方向に伸延するように前記本体部材の車幅方向両側端部に取り付けたことを特徴とするサスペンションのサブフレーム。
- 前記側端部材は、前記アーム部材の基端部が収容されるスペースを有するフレーム状部材により構成したことを特徴とする請求項1に記載のサスペンションのサブフレーム。
- 前記フレーム状部材は、直立部の上下端に水平部を有する軸直角断面が「コ」字状、直立部の上端又は下端に水平部を有する軸直角断面が「L」字状、軸直角断面が閉じ構造の「ロ」字状をしたものの内、いずれかにより構成したことを特徴とする請求項2に記載のサスペンションのサブフレーム。
- 前記側端部材に、車体側と連結する連結部材を直接取り付けたことを特徴とする請求項1に記載のサスペンションのサブフレーム。
- 前記本体部材は、前後方向端部の内、少なくとも一方を折り曲げることにより縦壁を形成したことを特徴とする請求項1~4のいずれかに記載のサスペンションのサブフレーム。
- 前記縦壁は、前記各側端部材に設けられた、前記アーム部材の基端部を支持する支持点を結ぶ線上に位置させたことを特徴とする請求項5に記載のサスペンションのサブフレーム。
- 前記本体部材は、平面視矩形状をした成形板により構成したことを特徴とする請求項1~6のいずれかに記載のサスペンションのサブフレーム。
- 前記本体部材は、井桁状の骨組構造をした成形板により構成したことを特徴とする請求項1~6のいずれかに記載のサスペンションのサブフレーム。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201080059873.XA CN102905956B (zh) | 2009-12-28 | 2010-12-15 | 悬架***的副车架 |
EP10840879.0A EP2520475B1 (en) | 2009-12-28 | 2010-12-15 | Suspension subframe |
RU2012132018/11A RU2543474C2 (ru) | 2009-12-28 | 2010-12-15 | Подрамник подвески |
US13/519,845 US8720919B2 (en) | 2009-12-28 | 2010-12-15 | Suspension subframe |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2009298411 | 2009-12-28 | ||
JP2009-298411 | 2009-12-28 | ||
JP2010188776A JP5084883B2 (ja) | 2009-12-28 | 2010-08-25 | サスペンションのサブフレーム |
JP2010-188776 | 2010-08-25 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011081021A1 true WO2011081021A1 (ja) | 2011-07-07 |
Family
ID=44226433
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/072586 WO2011081021A1 (ja) | 2009-12-28 | 2010-12-15 | サスペンションのサブフレーム |
Country Status (7)
Country | Link |
---|---|
US (1) | US8720919B2 (ja) |
EP (1) | EP2520475B1 (ja) |
JP (1) | JP5084883B2 (ja) |
KR (1) | KR101608791B1 (ja) |
CN (1) | CN102905956B (ja) |
RU (1) | RU2543474C2 (ja) |
WO (1) | WO2011081021A1 (ja) |
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CN104024089A (zh) * | 2011-11-15 | 2014-09-03 | 本田技研工业株式会社 | 机动车用副车架 |
WO2015145700A1 (ja) * | 2014-03-27 | 2015-10-01 | 株式会社ヨロズ | サスペンションのサブフレーム |
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JP5942810B2 (ja) * | 2012-11-20 | 2016-06-29 | マツダ株式会社 | 自動車のフロントサブフレームおよびその支持構造 |
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JP6022346B2 (ja) * | 2012-12-26 | 2016-11-09 | ダイハツ工業株式会社 | 自動車用サスペンションメンバの補強構造 |
JP5976526B2 (ja) * | 2012-12-26 | 2016-08-23 | ダイハツ工業株式会社 | 自動車用サスペンションメンバの補強構造 |
JP5898152B2 (ja) * | 2013-09-05 | 2016-04-06 | 本田技研工業株式会社 | 不整地走行車両 |
DE102014004166A1 (de) * | 2014-03-22 | 2015-09-24 | Audi Ag | Kraftfahrzeug und Hinterwagenmodul hierfür |
EP3127783B1 (en) * | 2014-03-31 | 2019-02-27 | Yorozu Corporation | Suspension member and method for manufacturing same |
JP6466098B2 (ja) * | 2014-08-07 | 2019-02-06 | 株式会社エフテック | 車両用サブフレーム |
RU168040U1 (ru) * | 2015-05-05 | 2017-01-17 | Общество с ограниченной ответственностью Научный консультационно-технологический центр "Пролог" | Подрамник передней подвески легкого внедорожного транспортного средства |
US10676132B2 (en) * | 2016-07-06 | 2020-06-09 | Toyota Jidosha Kabushiki Kaisha | Suspension member |
DE102016118952A1 (de) | 2016-10-06 | 2018-04-12 | Kirchhoff Automotive Deutschland Gmbh | Trägerkonstruktion für ein Fahrzeug |
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Also Published As
Publication number | Publication date |
---|---|
EP2520475B1 (en) | 2015-07-08 |
RU2543474C2 (ru) | 2015-02-27 |
KR101608791B1 (ko) | 2016-04-04 |
US8720919B2 (en) | 2014-05-13 |
CN102905956A (zh) | 2013-01-30 |
JP5084883B2 (ja) | 2012-11-28 |
CN102905956B (zh) | 2016-01-20 |
EP2520475A4 (en) | 2013-11-06 |
EP2520475A1 (en) | 2012-11-07 |
KR20120110134A (ko) | 2012-10-09 |
RU2012132018A (ru) | 2014-02-10 |
US20120319389A1 (en) | 2012-12-20 |
JP2011152911A (ja) | 2011-08-11 |
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