WO2006008564A1 - Dispositif de suspension pour roue de vehicule - Google Patents

Dispositif de suspension pour roue de vehicule Download PDF

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Publication number
WO2006008564A1
WO2006008564A1 PCT/IB2004/002015 IB2004002015W WO2006008564A1 WO 2006008564 A1 WO2006008564 A1 WO 2006008564A1 IB 2004002015 W IB2004002015 W IB 2004002015W WO 2006008564 A1 WO2006008564 A1 WO 2006008564A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheel
suspension device
suspension
vehicle
coupling means
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.)
Ceased
Application number
PCT/IB2004/002015
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English (en)
Inventor
Roald H. Pedersen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
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Individual
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 Individual filed Critical Individual
Priority to PCT/IB2004/002015 priority Critical patent/WO2006008564A1/fr
Publication of WO2006008564A1 publication Critical patent/WO2006008564A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/02—Resilient suspensions for a single wheel with a single pivoted arm
    • B60G3/12—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle
    • B60G3/14—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle the arm being rigid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B60G3/24—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid a rigid arm being formed by the live axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/02—Attaching arms to sprung part of vehicle

Definitions

  • the invention relates to a suspension device for a vehicle wheel, comprising a pen ⁇ dulum arm coupled, on the one hand, to a chassis of said vehicle by a first coupling means, and, on the other hand, to said wheel by a second coupling means.
  • the invention is about a new type of wheel suspension for vehicles, particularly pas ⁇ senger and utility vehicles. It enables a range of desirable functional characteristics to be achieved with a simple mechanism, in a space- and cost-saving manner.
  • the suspension mechanism is particularly useful for a rear wheel suspension, both in the case when the rear wheels are driven, and not.
  • the suspension may however also be used for a front pair of wheels which also have the option of being driven or non-driven.
  • Swing axle arrangements where the wheels are fixed to transverse suspension mem ⁇ bers which rotate around axes extending in the longitudinal direction of the vehicle.
  • Semi-trailing arm suspensions fixed to the chassis rotatably around axes which are at an angle to a line perpendicular to the mid-plane of the vehicle.
  • the "Weissach axle” which may be regarded as a further development of the semi- trailing arm suspension, introducing a joint to achieve more desirable functional charac ⁇ teristics.
  • the MacPherson sometimes called the "Chapman strut" suspension, where the wheel is attached to the sliding suspension damping element which again is fixed to the chas ⁇ sis as well as being controlled by a suspension arm or a combination of arms and rods.
  • the publication FR 2 559 103 deals with a front wheel suspension for a light passenger vehicle where the wheels are fixed to arms which are swung sideways for the purpose of steering and simultaneously displacing the center of gravity of the vehicle to stabilize it in a curve.
  • the influence of the wheel suspension on the driving characteristics of a vehicle is complex, and involves a range of parameters, functions and effects coming together.
  • the wheel thus the wheel suspension, relates both to the ground and to the vehicle, which also relates to the ground.
  • the roll center M defines the point around which, for each pair of wheels, the vehicle tends to start to lean when entering a curve.
  • the roll center for a semi-trailing arm suspen ⁇ sion is defined as shown in the figure.
  • the semi-dotted line marked CL defines the center of the vehicle.
  • the axis through the roll centers near the front pair of wheels and the rear pair of wheels for a four-wheeled vehicle is termed the roll axis for the complete vehicle.
  • Stiff axles have the benefits of a fixed track, are however associated with a high un ⁇ sprung mass which have to follow the wheel during vertical movements. Furthermore the individual camber and steer angles (toe in - toe out) of each wheel are fixed to each other, thus limiting the freedom of the mechanism to tune said angles individually to each other for each wheel during vertical wheel movements. Another negative aspect is that whenever one wheel is subjected to movements, such as when on bump, the other wheel is also affected due to the wheels being interconnected. Therefore, stiff axles are today less common than earlier.
  • the torsion beam suspension is so configured, that when one wheel is subjected to a vertical movement, the other will partly be forced in the same direction, in this manner thus reducing body roll in a curve.
  • wheel camber is more or less constant during jounce and rebound.
  • the suspension When subjected to a side force, the suspension tends to deflect so that the wheel steers towards the force, which is undesirable as it makes the vehicle self steer into a curve. In other words this tends to make the vehicle "oversteer" in certain situations - which is an undesirable, unstable characteristic.
  • This tendency may be minimized by attaching the suspension to the vehicle with resilient bushings with certain characteristics, this however may bring other undesirable effects by its own. Lately, the torsion beam suspension is somewhat less used, being replaced by other types.
  • the trailing arm suspension has a constant track, however no change of camber during vertical movements, and a low roll center. When influenced by a side force, they will tend to steer on par with the torsion beam suspension.
  • the semi-trailing arm suspension as shown in figure 1 , prevailed for a long time as a much used rear wheel suspension, particularly for rear wheel driven vehicles.
  • This sus ⁇ pension may be regarded as a cross between the swing axle and the trailing arm vari ⁇ ants.
  • the angle ⁇ represents the component of the angle between a swivel axis and a perpendicular line to the mid-plane of the vehicle as seen in a top view, whereas ⁇ represents the same in a rear view.
  • the "Weissach" axle introduced a resilient joint into the trailing arm suspension, making the wheel steer “toe in” particularly during braking. To some extent this improved the behaviour of the suspension. However, the characteristics of the extra joint introduced some problems of its own, and the Weissach suspension is no longer used.
  • the MacPherson (or Chapman strut) suspension commonly in a configuration where the damper extends upwards beyond the top of the wheel, and has the suspension spring situated around the top of the damper, builds quite tall. It can be shown that there are some limitations regarding the geometry which may be used. The forces of the wheel induce bending moments in the sliding connection in the damper, leading to stic- tion, thus unwanted resistance against vertical wheel movements. The tendency now is that this type of suspension is less used for the front wheels of vehicles, and particularly for the rear wheels of vehicles.
  • the double wishbone or multi-link suspensions provide high degrees of freedom to con ⁇ figure camber angle-, steer angle- and track width change during the vertical wheel movements.
  • these suspensions may be configured to display good geometric behaviour when subjected to forces on the wheel. Being built up of many parts, they are however costly and complex as well as bulky (space demanding) - particularly in the lat ⁇ eral and vertical direction of the vehicle. It is known that when this suspension is config ⁇ ured into a small space, this increases the reaction forces on the joints of the mecha ⁇ nism. This again limits the endurance of the joints, and makes the wheel being less pre- cisely guided when wear of the joints eventually takes place, to the detriment of the wheel governing function of the mechanism.
  • the proposal in FR 2 559 103 is made particularly for the purpose of achieving a trans ⁇ fer of weight simultaneously with steering a small vehicle, and is limited to this particular application.
  • the purpose of this invention is to allow a new type of wheel suspension, which, although it has good functional characteristics, is simpler, less costly and less space- demanding than the alternative wheel suspensions such as the multi-link type.
  • a suspension device for a vehicle wheel comprising a pendulum arm coupled, on the one hand, to a chassis of said vehicle by first coupling means, and, on the other hand, to said wheel by a second coupling means, characterized in that said first coupling means has a first swivel axis trans ⁇ verse to a vertical plane parallel to a forward direction of said vehicle, and a second swivel axis transverse to a horizontal plane, wherein said first swivel axis is not perpendicular to said vertical plane, but inclined relative to a normal line to said vertical plane.
  • the above purpose can be achieved through replacing some suspen ⁇ sion members such as arms (links), struts and uprights (hub carriers), with joints with other constraints than hitherto used for this purpose, in combination with orientating said joint as well as other suspension support members so that optimum functional characteristics are achieved.
  • suspen ⁇ sion members such as arms (links), struts and uprights (hub carriers)
  • the invention enables camber angle- and steer angle change as a function of the vertical wheel movements on par with the best wheel suspensions used today, in combina- tion with good response characteristics to external forces on the wheel. It will however do with a smaller number of parts for this purpose, and with less use of space. Conversely, it provides the functional benefits of the trailing arm suspension, without the negative effects of this, when being subjected to external forces and changes of these.
  • an inclination angle of said first swivel axis relative so said normal line is 2 to 30 degrees as seen from above and/or is 0 to 5 degrees as seen in said forward direc ⁇ tion.
  • said first coupling means is positioned between 2 vertical planes defining said wheel on inner and outer sides thereof.
  • a crossing point of said first and second swivel axes is positioned in a verti ⁇ cal mid-plane of said wheel.
  • said first coupling means is a cardan joint.
  • Said first coupling means is preferably pre-tensioned axially and/or radially with view to at least one of said swivel axes. Thereby, the orientation of the wheel can be defined by said pendulum arm very precisely.
  • a track width defining means coupled, on the one hand, to said chassis by means of a third coupling means, and, on the other hand, to said wheel by a fourth cou ⁇ pling means is provided for wherein said third coupling means has a swivel axis transverse to a vertical line, and a straight line through said first and third coupling means is inclined relative to a normal line to said vertical plane.
  • said track width defining means are meant for taking lateral forces acting on the wheel and, thereby, defining the position of the wheel in a direction transverse to a vertical plane lying parallel to the forward direction of the vehicle.
  • an inclination an ⁇ gle of said straight line is 4 to 45 degrees as seen from above and/or is 0 to 10 degrees as seen in said forward direction.
  • Said track width defining means may comprise a lateral rod.
  • said track width defining means comprises a driven or non-driven shaft of said wheel.
  • said track width defining means is adjustable to vary a track width of said vehicle.
  • the invention is applicable not only to suspensions for non-steered wheels, but also to suspensions for steered wheels. Therefore, what is preferably provided for is a steering rod for steering said wheel, wherein a joint connecting said steering rod to a steering mechanism is positioned on or in the vicinity of said straight line.
  • figure 1 is a perspective view of a semi-trailing arm sus- pension according to the prior art
  • figure 2 is a perspective view of a first embodiment of the invention
  • figure 3 is a view of the suspension according to figure
  • figure 4 is a top view of 2 further embodiments of the invention
  • figures 5 and 6 are perspective views of 2 further embodiments of the invention
  • figure 7 is a perspective view of a still further embodi- ment of the invention
  • figure 8 is a top view of the embodiment according to figure 7.
  • Figure 2 shows a perspective view of the right hand side of a rear wheel suspension without drive for a vehicle
  • figure 3 shows a top view of the same mechanism.
  • 1 indicates the suspension arm upon which the stub axle 3 is fixed around which the wheel 24 revolves. 2 denounces the subframe to which the suspension arm is fixed through the means of the cardan joint 13.
  • the subframe is attached to the vehicle through the resilient insulation elements 4.
  • the cardan joint may be specified to have its bearings somewhat pre-tensioned both radially and axially. Its bearings can equally be specified to take high loads in both said directions. In this way the joint will be able to transmit and endure large forces in all directions. It is also understood that a cardan joint is defined through providing angular freedom around two axes perpendicular to - and intersecting - each other. Now it is equally understood that a joint consisting of two axes more or less transverse to each other as well as not quite intersecting each other provides a similar functionality.
  • the axis 5 of the cardan joint is at an angle ⁇ 1 to a line perpendicular to the mid-plane of the vehicle. As seen in figure 2, said axis may also be at an angle ⁇ 1 to said line as seen in the front or back view of the vehicle.
  • the figure shows a lateral rod 6, fixed to the sub frame or other parts of the chassis of the vehicle through a pin - or a spherical - or a resilient joint, supporting the suspension arm through a similar joint.
  • the rod is shown attached in the position a). However, the dotted lines indicate the alternative positions b) and c) of this rod.
  • the axis 8 is intersecting the cardan joint and the fixation joint between the lateral rod and the subframe or chassis.
  • the alternative posi ⁇ tions influences the angle ⁇ 2 towards the line perpendicular to the mid-plane of the vehicle.
  • a corresponding angle ⁇ 2 can again be defined as seen in the front or rear view of the vehicle.
  • camber angle Y of the wheel in any vertical position is a function of the angles ⁇ 1 and ⁇ 1 together with the overall geometry of the suspension. It can be shown that the first angle usually will be much greater than the second one, and that the first angle will influence the camber angle more than the other.
  • the track between the mid-planes of the wheels where they intersect the ground is compounded by components resulting from the camber angles of the wheels, the other components being the lateral positions of the wheels them- selves as defined as said.
  • the optimum steer angle change is dependent on different factors, and may involve the wheel to steer slightly in (toe in) during bump, and slightly out (toe out) during rebound.
  • Figure 4 shows a top view of the mechanism, where the left hand half figure shows the left hand suspension with the lateral rod 6 placed in position a).
  • the right hand side suspension is supported by the lateral rod in position b) or c).
  • the dotted lines of the wheels indicate the displacements of the wheel due to a braking force or a side force acting on them through their contact paths with the ground.
  • the left hand side configuration tends to make the wheel steer in a toe out direction.
  • the subframe due to its being fixed to the chassis by the resilient attach ⁇ ments, is also influenced. In the case of a braking force of the same magnitude acting upon both rear wheels, the subframe will be displaced backwards not influencing the toe out steer of the wheels any further.
  • the right hand side of the figure shows that with the rod in the position b), a much less influence of the lateral position of the wheel, thus the steered direction, is experienced during a side force or a brake force.
  • FIGS 5 and 6 show perspective views of the rear wheel suspension configured for the situation where the rear wheels are driven.
  • 10 indicates the drive shaft being driven off the output shafts in the differ- ential housing 12.
  • the shaft is fixed to the rotating wheel hub through the cardan joint 9, and correspondingly by the cardan joint 11 to the output shaft of the differential.
  • the axes of the two cardan joints may be at a 90 degrees angle to each other as shown, thus balancing out the cyclically varying rotational speeds of the joints when they work at angles.
  • the cardan joint can be specified to take high loads as well as being precise.
  • the joint rotating does not preclude that it serves as a lateral rod to sup ⁇ port the wheel.
  • both the wheel and differential bearings are of a sturdy type, such as conical roller bearings, which may be pre-tensioned axially to arrest the rotat ⁇ ing shafts axially. Being furthermore capable of transferring large axial loads, it is clear that said bearings provide ample support for the drive shaft for said use.
  • Figure 6 shows an alternative configuration, where the lateral rod 6 is employed to ⁇ gether with a driveshaft 10 which is thus relieved from carrying axial loads to support the wheel. This may then give greater freedom to define the position and dimensions of the lateral rod. In consequence, the driveshaft must now be somewhat axially floating in one end to absorb the different distances from the differential to the wheel during the vertical movements of the wheel.
  • the drive shaft joints may be of the constant velocity type, and the inner one may conveniently be of the type which is axially floating, as commonly used on cars.
  • the steer direction as prescribed by the wheel suspension may at any time be overridden by controlling the length of the lateral rod or the position of its at ⁇ tachment to the chassis.
  • the small adjustments needed for this can, for example, be in- pokerd through the means of adding an extendable element 16 to the rod.
  • the length of this element may be electrically or hydraulically controlled, and governed to take place accord ⁇ ing to the needs of the situation.
  • One example of this is to correct the course of the vehicle in the case that it is getting out of control.
  • Figure 7 shows a perspective view of the right hand side of a front wheel suspen ⁇ sion.
  • the suspension is shown with a driven wheel, but may also be executed without drive.
  • Figure 8 displays a top view of the same suspension.
  • 17 indicates the front drive shaft in the case that the wheel is driven, 18 denounces the axis around which the front wheel is steered.
  • the axis 18 is defined by a pin joint 15 in the suspension arm 1 which the suspension upright (hub carrier, steering knuckle) 19, thus the wheel, can revolve and be steered, around.
  • the suspension upright hub carrier, steering knuckle 19
  • the joint connecting the steering rod to the steering mechanism is on or near the axis 8 which extends through the cardan joint and the fixation joint for the lateral rod. In this way there will be zero or very little steer reactions induced upon the wheel (“zero bump steer") during vertical wheel movements, due to the steering mechanism.
  • the steering axis may be inclined both backwards (the caster angle) and inwards towards the vehicle (king pin- or steering axis inclination).
  • the cardan joint 13 again fixes the suspension arm to the sub frame (engine cradle) 2, being arranged, together with the lateral rod 6, so that optimized angles ⁇ 1 , ⁇ 2, ⁇ 1 and ⁇ 2 are used ( ⁇ 1 and ⁇ 2 not shown here).
  • the overall geometry also is optimized, similar charac ⁇ teristics as for the rear suspension may be achieved.
  • both the caster- and king pin inclination angles will change during vertical wheel movements. It is acknowledged that a large change of particularly the caster angle may be detrimental to such a steered wheel suspension. Extending the suspension arm in the longitudinal direction of the vehicle, possibly in combination with limiting the vertical wheel movements, will improve upon this situation.
  • this front suspension mechanism may be particularly effective on small passenger and utility vehicles.
  • suspension mechanisms as shown provide good kinematic behav- iour together with good responses when subjected to static and dynamic loads. This is achieved with less suspension elements than hitherto for a similar performance, in a cost- and space saving manner.

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

Abstract

L'invention concerne un dispositif de suspension pour roue de véhicule, comprenant un bras pendulaire couplé, d'une part, au châssis dudit véhicule par un premier moyen de couplage et, d'autre part, à ladite roue par un second moyen de couplage. Selon l'invention, ledit premier moyen de couplage présente un premier axe d'écrou transversal par rapport à un plan vertical parallèle à une direction avant dudit véhicule, et un second axe d'écrou transversal par rapport à un plan horizontal, ledit premier axe d'écrou n'étant pas perpendiculaire audit plan du véhicule mais incliné par rapport à une ligne normale dudit plan vertical.
PCT/IB2004/002015 2004-06-17 2004-06-17 Dispositif de suspension pour roue de vehicule Ceased WO2006008564A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/IB2004/002015 WO2006008564A1 (fr) 2004-06-17 2004-06-17 Dispositif de suspension pour roue de vehicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IB2004/002015 WO2006008564A1 (fr) 2004-06-17 2004-06-17 Dispositif de suspension pour roue de vehicule

Publications (1)

Publication Number Publication Date
WO2006008564A1 true WO2006008564A1 (fr) 2006-01-26

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PCT/IB2004/002015 Ceased WO2006008564A1 (fr) 2004-06-17 2004-06-17 Dispositif de suspension pour roue de vehicule

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2909314A1 (fr) * 2006-11-30 2008-06-06 Peugeot Citroen Automobiles Sa Element de suspension de roue arriere de vehicule
WO2018224058A1 (fr) * 2017-06-07 2018-12-13 Čvut V Praze, Fakulta Strojni Système de suspension de roue pour véhicules automobiles et/ou avions

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3177965A (en) * 1960-04-12 1965-04-13 Ford Motor Co Link type independent wheel suspension for vehicles
US3899037A (en) * 1973-07-16 1975-08-12 Paul A Yuker Chassis apparatus for all terrain vehicles
EP0070025A2 (fr) * 1981-07-14 1983-01-19 Nissan Motor Co., Ltd. Suspension à bras tiré pour un vehicule automobile
DE3324665A1 (de) * 1983-07-08 1985-01-17 Volkswagenwerk Ag, 3180 Wolfsburg Unabhaengige radaufhaengung fuer kraftfahrzeuge
FR2559103A1 (fr) 1984-02-07 1985-08-09 Renault Suspension avant pour petit vehicule
JPS62175208A (ja) * 1986-01-29 1987-07-31 Mitsubishi Motors Corp 車両のリヤサスペンシヨン装置
US4715615A (en) * 1983-07-27 1987-12-29 Mazda Motor Corporation Vehicle rear-suspension system
WO1988001576A1 (fr) * 1986-09-05 1988-03-10 Ian Gordon Sutherland Appareil de suspension
EP0569275A1 (fr) * 1992-05-05 1993-11-10 Automobiles Peugeot Articulation élastique à déplacement axial piloté et suspension équipé d'une telle articulation
WO2001039127A1 (fr) 1999-11-25 2001-05-31 Roberto Roldan Prado Procede de presentation d'une situation de menace sur un affichage
WO2002058277A1 (fr) 2001-01-19 2002-07-25 Raze Technologies, Inc. Systeme de coordination de paquets de transmission tdd dans et entre les cellules d'un systeme d'acces radio et son procede de fonctionnement
WO2004056645A1 (fr) 2002-12-20 2004-07-08 Pedersen Roald H Vehicule presentant un chassis inclinable

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3177965A (en) * 1960-04-12 1965-04-13 Ford Motor Co Link type independent wheel suspension for vehicles
US3899037A (en) * 1973-07-16 1975-08-12 Paul A Yuker Chassis apparatus for all terrain vehicles
EP0070025A2 (fr) * 1981-07-14 1983-01-19 Nissan Motor Co., Ltd. Suspension à bras tiré pour un vehicule automobile
DE3324665A1 (de) * 1983-07-08 1985-01-17 Volkswagenwerk Ag, 3180 Wolfsburg Unabhaengige radaufhaengung fuer kraftfahrzeuge
US4715615A (en) * 1983-07-27 1987-12-29 Mazda Motor Corporation Vehicle rear-suspension system
FR2559103A1 (fr) 1984-02-07 1985-08-09 Renault Suspension avant pour petit vehicule
JPS62175208A (ja) * 1986-01-29 1987-07-31 Mitsubishi Motors Corp 車両のリヤサスペンシヨン装置
WO1988001576A1 (fr) * 1986-09-05 1988-03-10 Ian Gordon Sutherland Appareil de suspension
EP0569275A1 (fr) * 1992-05-05 1993-11-10 Automobiles Peugeot Articulation élastique à déplacement axial piloté et suspension équipé d'une telle articulation
WO2001039127A1 (fr) 1999-11-25 2001-05-31 Roberto Roldan Prado Procede de presentation d'une situation de menace sur un affichage
WO2002058277A1 (fr) 2001-01-19 2002-07-25 Raze Technologies, Inc. Systeme de coordination de paquets de transmission tdd dans et entre les cellules d'un systeme d'acces radio et son procede de fonctionnement
WO2004056645A1 (fr) 2002-12-20 2004-07-08 Pedersen Roald H Vehicule presentant un chassis inclinable

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 012, no. 014 (M - 659) 16 January 1988 (1988-01-16) *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2909314A1 (fr) * 2006-11-30 2008-06-06 Peugeot Citroen Automobiles Sa Element de suspension de roue arriere de vehicule
WO2018224058A1 (fr) * 2017-06-07 2018-12-13 Čvut V Praze, Fakulta Strojni Système de suspension de roue pour véhicules automobiles et/ou avions
CZ310505B6 (cs) * 2017-06-07 2025-09-03 České vysoké učení technické v Praze Zařízení pro zavěšení kola automobilu a/nebo letadla

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