• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    MOTOR VEHICLE SUSPENSION SYSTEM WITH CROSS CONTROL ARMS AND CENTRAL BLADE SPRING CONNECTING THE ARMS. A motor vehicle suspension system comprises for each wheel at least one transverse control arm (50) having an outermost end hingedly connected to a respective wheel support (2) and an innermost end connected to a articulated manner to the chassis (9) of the motor vehicle in such a way that each control arm (50) guides the vertical movements of the respective wheel support (2) by means of an oscillation in a plane that is substantially transverse with respect to the direction longitudinal (A) of the motor vehicle. The suspension spring devices consist of a leaf spring (51) placed transversely with respect to the longitudinal direction of the motor vehicle and constituting a separate unit from the transverse arms (50). The leaf spring (51) is placed centrally between the two crossarms (50), and has its ends connected to the innermost ends of the crossarms (50) in such a way that the crossarms (50) oscillate in the plane. substantially transversely cause a flexural deformation of the leaf spring (51). The connection of each crossarm (50) to the leaf spring (51) is (...).
    公开号:BR102013000425B1
    申请号:R102013000425-1
    申请日:2013-01-07
    公开日:2021-07-06
    发明作者:Eugenio Perri；Bruno MARTINA
    申请人:Fiat Group Automobiles S.P.A.；
    IPC主号:
    专利说明:

    [0001] The present invention relates to suspension systems for motor vehicles, of the type comprising, for each wheel, at least one transverse control arm having an outermost end connected in an articulated manner to a respective wheel support and a innermost end connected in an articulated manner to a vehicle support structure (eg, directly to the body or to the vehicle chassis, or to an auxiliary frame, which is, in turn, rigidly or elastically connected to the body) in such a way that each transverse arm guides the vertical movements of the respective wheel support by means of an oscillation in a plane which is substantially transverse with respect to the longitudinal direction of the motor vehicle, said suspension system further comprising spring means which oppose the vertical movements of the two wheel supports, constituted by a leaf spring placed transversely with respect to the longitudinal direction d the motor vehicle.
    [0002] A suspension system of the above-mentioned type is, for example, described and illustrated in document No. FR-A-2 832 098. In said known system, the above-mentioned leaf spring is preferably made of composite material and it has its opposite ends connected to the two wheel supports. The central part of the leaf spring is connected to the frame of the motor vehicle. Said known solution is not completely satisfactory and presents disadvantages both from the point of view of efficiency and reliability of operation and from the point of view of simplicity of construction.
    [0003] Another solution already proposed is illustrated in figure 1 of the attached drawings. It designs a leaf spring made of composite material that integrates the two lower crossarms of the suspension. With reference to figure 1, reference numeral 1 designates the suspension system as a whole, comprising wheel supports 2 having upper affixings connected to respective shock absorbers 3 with wheel support guide functions, in accordance with the McPherson scheme .
    [0004] The two wheel supports 2 have at their lower ends attachments 4 for the articulated connection of the two opposite ends of a leaf spring 5 placed transversely with respect to the longitudinal direction A of the motor vehicle. The leaf spring 5 is made of composite material comprising a synthetic matrix including reinforcing fibres, in particular glass fibres.
    [0005] Leaf spring 5 has an elongated body with rectangular cross section. Each end of the leaf spring 5 is secured by means of a screw 6 between two plates 7 of a U-shaped support 8 connected in a hinged manner to the lower mounting 4 of the wheel support 2. In this central area, the leaf spring 5 is connected to the support frame 9 which is rigidly or elastically fastened to the chassis or body of the motor vehicle, by means of a pair of vice affixations 10 placed apart from each other, arranged symmetrically on both sides of the central part of the leaf spring 5 The attachments 10 hold two cylindrical half-shells made of rubber and metal with the function of longitudinal axis elastic bushings.
    [0006] In the known solution of figure 1, the leaf spring 5 incorporates in its structure the two lower transverse arms and, with its end portions, performs the functions of said transverse arms. At the same time, the entire leaf spring functions as an elastic element designed to oppose the vertical movements of the wheel supports. The articulated connection on attachments 4 and 10 is obtained using bushings made of elastomeric material, which allow for lesser movements and relative rotations between attachments 4 and 10 and the respective portion of leaf spring 5.
    [0007] The known solution of figure 1, although it has the advantage of a good degree of lightness and a simple structure, with the consequent reduction in production costs, nevertheless presents some drawbacks that limit the efficiencies and possibilities of application of the same. Said drawbacks include in particular:
    [0008] a) a relative complexity of construction of the central postings 10, which provides for fastenings placed at separate distances and robust structures to contain the elements made of rubber having the function of bushing with axis parallel to the longitudinal direction of the vehicle in order to prevent interruption of the continuity of the reinforcing fibers of the leaf spring 5 and which must, in addition, reach the following targets:
    [0009] - allow the rotation of the end portions of the leaf spring 5 that guide the vertical displacements of the wheel supports 2; and
    [00010] - react to highway loads with different rigidity in the transverse/longitudinal direction of the motor vehicle;
    [00011] b) structural strength problems of the leaf spring end portions, which function as transverse control arms, in particular in the case of very high end loads (such as, for example, in side impact against a step ) together with bending deformations in the vertical plane of the leaf spring;
    [00012] c) problems of a functional nature, since the leaf spring must allow longitudinal movements of the wheels (for example, when overcoming an obstacle) through bending deformation in the horizontal plane, without, however, originating a moment reaction, as this would reduce the suspension's longitudinal flexibility at the expense of travel comfort;
    [00013] d) overload problems as the leaf spring conformation prevents, in the design configuration, an inclination in the horizontal plane of its ends, with inconveniences for the elasto-kinematic characteristics of the suspension and a compatibility with space occupied by other objects (eg, in the case of rear suspension, the rear differential on a rear-wheel drive or four-wheel drive motor vehicle); and
    [00014] e) possible interactions between lateral loads, which act along the leaf spring axis, and loads that act as springs, with suspension stiffness effects.
    [00015] The aim of the present invention is to provide a suspension system having the characteristics referred to at the beginning of this description, which will be able to overcome the above mentioned drawbacks.
    [00016] With a view to achieving said objective, the object of the invention is a motor vehicle suspension system, comprising, for each wheel, at least one transverse control arm having an outermost end connected in an articulated manner to a respective wheel support and an innermost end connected in an articulated manner to a support structure of the motor vehicle in such a way that each transverse control arm guides the vertical movements of the respective wheel support by means of an oscillation in a plane that is substantially transverse with respect to the longitudinal direction of the motor vehicle, said system further comprising spring means that oppose the vertical movements of the two wheel supports, consisting of a leaf spring placed transversely with respect to the longitudinal direction of the motor vehicle and constituting a separate unit of said transverse control arms, said suspension being characterized in that the leaf spring is placed centrally between said transverse control arms, with the ends of the leaf spring connected to the innermost ends of said arms in such a way that the transverse arms oscillate in the aforementioned plane that is substantially transverse to cause a flexural deformation of the leaf spring; the connection of each crossarm to the leaf spring being such as to allow rotation of the crossarm in a substantially horizontal plane with respect to the leaf spring and relative sliding between the connected ends of the arm and the leaf spring in the longitudinal direction of the leaf spring.
    [00017] In a preferred embodiment, the aforementioned transverse arms have their ends connected in an articulated manner to the respective wheel support and to the support structure of the motor vehicle around axes substantially parallel to the longitudinal direction of the motor vehicle, with the help of elastic bushings that allow less angular oscillations mainly around the bushing axis and angular displacements along axes directed transversely to the bushing axis.
    [00018] Again, in the case of the above-mentioned preferred embodiment, the ends of the blade are connected to the innermost ends of the arms each with the help of a connection bolt with a substantially vertical axis in order to provide a joint fixed between the arms and the leaf spring with respect to the oscillating movements of the arms that produce the flexion of the leaf spring, while allowing a relative rotation between the arms and the leaf spring around the axes of said connecting screws, without generation of a moment of reaction.
    [00019] Again, in the case of the preferred embodiment, each of said connecting screws between the leaf spring and the transverse arms engages in corresponding holes made in the respective spleen and in the leaf spring, at least one of said holes being elongated in the longitudinal direction of the leaf spring to allow less relative slip in said direction between the connected ends of each arm and the leaf spring.
    [00020] In the preferred embodiment, the leaf spring is constituted by a single body made of composite material, comprising a matrix of synthetic material including reinforcing fibers, for example, glass fibers. The two crossarms which are connected together by the leaf spring are, in contrast, preferably made of metal material, in particular aluminium, and are preferably obtained by extrusion (although the possibility of adopting a pressure casting or forging process not discarded) so that they can be obtained with a configuration that reduces as much as possible the weight of said arms without compromising the desired rigidity characteristics.
    [00021] Thanks to all the aforementioned characteristics, the system according to the invention allows the drawbacks of the known art to be overcome and presents in particular the following advantages:
    [00022] a) the elastic joints of the crossarms for the wheel supports and the support structure of the motor vehicle can be completely identical to those used for the crossarms of conventional suspensions and conventional elastic bushings mounted inside seats can be designed cylindricals made at the ends of the metal crossarms;
    [00023] b) the kinematic and structural functions designed for the suspension are performed by the metal control arms, in a way completely analogous to conventional transverse arms, with the addition of loads that act as springs in the vertical plane resisted with the appropriate dimensioning of the resistant sections of the arms, designed accordingly;
    [00024] c) the use of an anti-friction coupling between the end of the leaf spring and the control arm allows the complete decoupling of the longitudinal movements of the wheel, which provides rotation in the horizontal plane of the transverse arms, from deformation by flexion of the leaf spring in the horizontal plane, as a result of the rotation of the transverse arms about the axis of the aforementioned connecting screws between the arms and the leaf spring, without significant reaction moments, and thus without any conditioning that penalizes the comfort of the trip in the case where the vehicle must overcome obstacles;
    [00025] d) the coupling with a vertical screw between each end of the leaf spring and the respective cross arm allows the creation of permanent inclinations in the horizontal plane between the cross arms and the leaf spring, without any reaction moment, allowing the elasto-kinematic optimization of the suspension geometry and compatibility with spaces occupied by other objects, for example, due to the presence of a differential in the case where the suspension is a rear suspension used in a motor vehicle with rear wheel drive or rear wheel drive. four wheels;
    [00026] e) the deflection movements of the leaf spring in the vertical plane are absolutely decoupled from loads that act along the axis of the transverse arms, thus making the vertical stiffness of the suspension independent of the lateral loads applied in the plane of the wheel; in addition, the leaf spring sizing does not need to take into account the end loads on the arms, which are discharged directly onto the articulated connections to the support structure of the motor vehicle.
    [00027] Consequently, in general, the suspension system according to the invention maintains the advantages of simplicity of construction and lightness of the known solution illustrated in Figure 1 of the attached drawings, avoiding the use of coil springs with the corresponding interfaces (cups , snap rings) as well as the use of a stabilizer bar, said coil springs and said stabilizer bar being completely replaced by the leaf spring. Thanks, however, to the use of kinematic and structural elements other than the elastic element (transverse control arms made up of elements that are independent of the leaf spring), the function of the components and the construction of the articulations for the chassis is simplified (other than occurs in the case of the known solution in figure 1), said joints possibly being completely conventional in order to reduce costs for design and production, while increasing the flexibility of suspension application, which can be used in various types of vehicle self-propelled, both as a rear suspension and as a front suspension.
    [00028] The suspension system according to the invention, in addition, achieves the following other advantages:
    [00029] - containment of the dimensions and cost of elastic bushings used in articulated connections, which can be completely conventional, with consequent simplification also of the elements that interface with said bushings (suspension mounts, vehicle chassis);
    [00030] - simplification of the structural function of the leaf spring, with advantages regarding the dimensions and cost of the component;
    [00031] - possibility of adjusting the wheel convergence through the provision of an eccentric device associated with the articulated connections of the crossarms to the support structure of the motor vehicle, thanks to the provision of the connection between the crossarms and the leaf spring , with the possibility of angular displacements in the longitudinal direction of the arms (the leaf spring remains stationary while each transverse arm can be translated in its longitudinal direction, that is, transversely with respect to the longitudinal direction of the vehicle, in order to adjust the convergence of the wheels on the production line, adapting it to the project value);
    [00032] - Elimination of a rigid connection between the two wheels, which can steer independently as a result of road side loads, allowing the toe-in under load of the suspension to be adjusted independently in order to improve the handling performance of the motor vehicle.
    [00033] Other features and advantages will emerge from the following description with reference to the attached drawings, which are provided purely by way of non-limiting example and in which:
    [00034] Figure 1 is a schematic perspective view of a solution according to the known art, already described above;
    [00035] Figure 2 is a schematic perspective view of a preferred embodiment of a suspension system according to the invention;
    [00036] Figure 3 is a perspective view on an enlarged scale of a component of the suspension system of Figure 2;
    [00037] figure 4 is a view on an enlarged scale of a particular of figure 3;
    [00038] Figure 5 is a cross-sectional view of the particular of Figure 4;
    [00039] Figure 6 illustrates another preferred embodiment of the invention, with reference to the detail of the connection between each control arm and the leaf spring;
    [00040] Figure 7 is a cross-sectional view of the detail of Figure 6; and
    [00041] figure 8 is a cross section according to line VIII-VIII of figure 7.
    [00042] In figures 2-5, the parts which are in common with those of the known suspension system illustrated in figure 1 are designated by the same reference numerals.
    [00043] The example of the suspension illustrated in figures 2-5 considers, like that of figure 1, a rear suspension of a motor vehicle for transporting people, but could also be adopted for a commercial vehicle.
    [00044] As discussed above, the system according to the invention is distinguished from the known system illustrated in figure 1 by the fact that elevation conceives different elements to perform the kinematic and structural function and the elastic function. In this case, in fact, two lower transversal control arms 50 are provided, constituted by distinct elements of a leaf spring 51 connecting said arms.
    [00045] Figure 2 shows an example in which the innermost ends of the two lower crossarms 50 are hingedly connected to a chassis designated as a whole by 9, which is in turn rigidly or elastically secured to the body or to the chassis of the motor vehicle. It is evident, however, that the principles of the present invention also apply to the case in which the arms 50 are connected in an articulated manner directly to the load-bearing structure of the motor vehicle (body or chassis).
    [00046] With reference to the example illustrated in the drawings, each transverse arm 50 is constituted by an aluminum element obtained by extrusion, having a substantially rectangular cross section, with mutually parallel upper and lower walls 52. The arms 50 have a series of openings weight-reducing throughs 53, defined by a plurality of intersectingly fitted diaphragms, made of a single piece obtained by extrusion into the element constituting each arm 50. The weight-reducing apertures 53 extend in the direction parallel to the longitudinal direction A, from the front face to the lower face of the arm 50. Thanks to said specific structure and conformation, each arm 50 has a reduced weight to a minimum, while guaranteeing the necessary characteristics of rigidity and resistance to stress.
    [00047] At each end, each arm 50 has an enlarged head 54 of a circular shape, inside which an elastic bush B of any known type is mounted, for the articulated connection of the arm, respectively, to the affixation 4 supported on the base by the respective wheel support 2 (around an axis 4a) and to a threaded pin 90 secured to the support frame 9 (around an axis 90a), the axes 4a, 90a of said articulated connections being substantially parallel to the longitudinal direction A of the motor vehicle.
    [00048] Of course, the specific conformation of the transverse control arm 50 that was described above is provided here purely by way of example, it being evident that each transverse arm could also be made of another material (metal or non-metal) and with a configuration also different from the one described here.
    [00049] With reference to figures 3-5, in the case of said example of modality, the innermost end of each transverse arm 50 extends beyond the axis of the respective articulation bush B with a portion of the fork type 55 defining two substantially horizontal parallel flat surfaces 56 placed spaced apart from each other.
    [00050] The leaf spring 51 is constituted, in the example of the embodiment illustrated here, by a single element made of composite material including a matrix of synthetic material containing reinforcing fibers, in particular glass fibers. The composite material body constituting the leaf spring 51 has an elongated conformation with rectangular cross section, with an upper surface 510 and a lower surface 511. Of course, the material, configuration, and structure of the leaf spring 50 could even be completely different those illustrated here purely by way of example. In particular, one cannot rule out the possibility of using, for said purpose, one or more blades made of metal material.
    [00051] As is clearly visible in figures 4, 5, each end of the leaf spring 51 is received within the seat defined between the two flat facing surfaces 56 of the yoke-like portion 55 of the respective crossarm 50. Also, as can to be seen in said figures, placed between the surfaces 56 and the upper and lower surfaces 510, 511 of the leaf spring 51 are slender blades 57 made of a material with a low coefficient of friction, for example PTFE. The connection between each end of the leaf spring 50 and the fork-like portion 55 of the respective crossarm 50 is secured by a screw 20 having a substantially vertical axis 21. As can be seen in Figure 5, the screw 20 has a head. 22 which rests on the upper surface of the yoke-like portion 55 of the crossarm 50. The screw 20, furthermore, has a larger diameter portion 23, which engages a circular hole 24 made in the branch of the yoke-like portion 55 on which the head 22 of the screw rests. The cylindrical portion 23, furthermore, engages corresponding holes provided in the two blades 57 made of material with a low coefficient of friction and at the respective end of the leaf spring 50. However, the hole made in the leaf spring 50, which is designated by reference numeral 58, is shaped in cross-section as an elongated slot having a maximum dimension in the longitudinal direction of the leaf spring 50 which is greater than the diameter of the cylindrical portion 23 of the screw 20. Thanks to said arrangement, the described connection here it allows smaller relative movements between the leaf spring 51 and the crossarm 50 in the longitudinal direction of the leaf spring.
    [00052] The larger diameter cylindrical portion 23 of the screw 20 is supported on the flat surface 56 defined by the lower branch of the fork-type portion 55. Said cylindrical portion 23 extends with a threaded shank 25, of smaller diameter, which is inserted through a circular hole 59 made in the lower branch of the yoke-like portion 55 and is engaged by a lock nut 60.
    [00053] As can be seen, the larger diameter portion 23 of the screw body functions as a spacer element and is of a length determined in such a way as to exert a controlled contact pressure between the branches of the fork-like portion 55, the blades 57 made of material with low coefficient of friction, and the upper and lower surfaces of the leaf spring 51. In this way, when the lock nut 60 is tightened, the desired slot-locking effect of the leaf spring 51 on the seat of arm 50 is obtained.
    [00054] As can be seen, the connection between each end of the leaf spring 51 and the respective crossarm 50 is such that the oscillating movements of the crossarms 50 in the transverse vertical plane cause a bending deformation of the leaf spring 51 in said plan. At the same time, the transverse arms 50 can each oscillate in the horizontal plane with respect to the leaf spring 51, around the axis 21 of the respective screw 20. During deformations due to the flexion of the spring 51 caused by the oscillating movements of the transverse arms 50, the notched holes 57 allow smaller relative sliding movements between leaf spring 51 and arm 50 in the longitudinal direction of leaf spring 51 and arm 50.
    [00055] As already mentioned above, the elastic bushings B can be of any known, conventional type.
    [00056] In the case of the variant of figures 6-8 (in which the parts corresponding to those illustrated in figures 4 and 5 are designated by the same reference numerals), each arm 50 has its widened end ending with the circular portion 54, and screw 20 is positioned before said end. It secures the arm 50 to the leaf spring 51 (see also figures 7, 8), securing the leaf spring 51 between two aluminum sheets 71, 72 and between the two PTFE sheets 57.
    [00057] Thanks to the arrangements described above, the suspension system according to the invention, in all of its modalities, allows the kinematic and structural function to be performed by the two metal crossarms 50 in a manner completely similar to conventional suspensions with cross arms. The particular anti-friction coupling between the leaf spring 51 and the arms 50 allows the complete decoupling of the longitudinal movements of the wheel, which leads to the rotation in the horizontal plane of the arms 50 with respect to the deformation of the leaf spring 51 in the horizontal plane as a result of the rotation of the arms 50 around the axis 21 of each tightening screw 20. Said rotation thus takes place without any significant reaction moments and thus without any conditioning which could penalize the ride comfort.
    [00058] As previously mentioned, the coupling described above also allows the creation of permanent inclinations in the horizontal plane between the arms 50 and the leaf spring 51, without any reaction moment, ensuring the elasto-kinematic optimization of the suspension geometry and compatibility with the presence of other space-occupying objects (eg a rear differential in the case of a rear suspension on a rear-wheel drive or four-wheel drive automotive vehicle).
    [00059] Finally, the deflection movements of the leaf spring 51 in the vertical plane are absolutely decoupled from the loads acting along the axis of the crossarms 50, thus making the vertical stiffness of the suspension independent of the lateral loads applied in the road plane. Furthermore, the sizing of the leaf spring does not have to take into account the end loads on the arms, which are discharged directly onto the articulated connections to the support structure 9 of the motor vehicle.
    [00060] Other advantages of the suspension system according to the invention have already been described above.
    [00061] As is evident from the preceding description, the suspension according to the invention can be adopted for both a front suspension and a rear suspension of a motor vehicle.
    [00062] Of course, without prejudice to the principle of the invention, the construction details and modalities may vary widely from what has been described and illustrated here purely by way of example, without thus departing from the scope of the present invention.
    权利要求:
    Claims (11)
    [0001]
    1. Motor vehicle suspension system, comprising, for each wheel, at least one transverse control arm (50) having an outermost end hingedly connected to a respective wheel support (2) and an innermost end connected in an articulated manner to a support structure (9) of the motor vehicle in such a way that each transverse control arm (50) guides the vertical movements of the respective wheel support (2) by means of an oscillation in a plane that is substantially transverse with respect to the longitudinal direction (A) of the motor vehicle, said system further comprising spring means that oppose the vertical movements of the two wheel supports (2), constituted by a leaf spring (51) placed transversely with relation to the longitudinal direction (A) of the motor vehicle, and constituting a separate unit of said transverse control arms (50), wherein said leaf spring (51) is centrally placed. and between said transverse control arms (50), with the ends of the leaf spring (51) connected to the innermost ends of said transverse control arms (50) in such a way that the transverse control arms swings (50 ) in the aforementioned substantially transverse plane cause a flexural deformation of the leaf spring (51), said suspension being characterized by the fact that the connection of each transverse arm (50) to the leaf spring (51) is such as to allow rotations of the transverse control arm (50) in a substantially horizontal plane with respect to the leaf spring (51) and relative slip between the connected ends of the arm (50) and the leaf spring (51) in the longitudinal direction of the leaf spring (51) blade (51).
    [0002]
    2. Suspension system according to claim 1, characterized in that said leaf spring (51) has a body made of a single piece of composite material, comprising a matrix of plastic material containing reinforcing fibers.
    [0003]
    3. Suspension system according to claim 1 or claim 2, characterized in that each crossarm (50) is made of metal material.
    [0004]
    4. Suspension system according to claim 3, characterized in that each transverse arm (50) has a body made of a single piece of aluminum obtained by extrusion.
    [0005]
    5. Suspension system according to claim 1, characterized in that the transverse arms (50) have their ends connected in an articulated manner around geometric axes substantially parallel to the longitudinal direction (A) of the motor vehicle, with the help of elastic bushings (B) that allow less angular oscillations, mainly around the geometric axis of the bushing and relative displacements along geometric axes directed transversely to the geometric axis of the bushing.
    [0006]
    6. Suspension system according to any one of claims 1 to 5, characterized in that the ends of the leaf spring (51) are connected to the innermost ends of the crossarms (50), each, with the help of of a connection screw (20) having a substantially vertical geometric axis (21), so as to connect the transverse arms (50) and the leaf spring with respect to the oscillating movements of the arms (50) which produces a bending deformation of the leaf spring (51) in the transverse vertical plane, at the same time allowing a relative rotation between each transverse arm (50) and the spring around the geometric axis (21) of the respective connecting screw (20).
    [0007]
    7. Suspension system according to claim 6, characterized in that each of said connecting screws (20) engages in corresponding holes made in the respective transverse spleen (50) and in the leaf spring (51) by at least one of said holes being elongated in the longitudinal direction of the leaf spring (51) to allow the aforementioned relative sliding between the connected ends of the arm (50) and the leaf spring (51) in the longitudinal direction of the leaf spring ( 51).
    [0008]
    8. Suspension system according to claim 7, characterized in that each transverse arm (50) has its innermost end having a fork-like portion (55) that extends beyond the geometric axis of articulation of the arm (50) for the chassis (9) of the motor vehicle and defining two spaced apart placed parallel flat surfaces (56), between which the corresponding end of the leaf spring (51) is received.
    [0009]
    9. Suspension system according to claim 7, characterized in that each transverse arm (50) has its innermost end placed on top of a corresponding end of the leaf spring (51) and fixed to it by means of of said connecting screw (20), with the interposition of two metal sheets (71, 72) having two respective parallel flat surfaces in contact with opposite faces of the leaf spring (51)
    [0010]
    10. Suspension system according to claim 8 or claim 9, characterized in that said leaf spring (51) has a substantially rectangular cross section, with an upper flat surface (510) and a lower flat surface ( 511) which engage with said parallel flat surfaces placed spaced apart at the innermost end of each transverse arm (50).
    [0011]
    11. Suspension system according to claim 10, characterized in that placed between said spaced apart parallel flat surfaces (56) and the upper and lower flat surfaces (510, 511) of the leaf spring (51) are the blades (57) made of material with a low coefficient of friction, eg PTFE.
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    同族专利:
    公开号 | 公开日
    KR101540149B1|2015-07-28|
    US8777248B2|2014-07-15|
    EP2639087A1|2013-09-18|
    KR20130105378A|2013-09-25|
    EP2639087B1|2014-04-23|
    US20130241167A1|2013-09-19|
    JP2013189189A|2013-09-26|
    BR102013000425A2|2013-11-19|
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    法律状态:
    2013-11-19| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2014-01-14| B03H| Publication of an application: rectification [chapter 3.8 patent gazette]|
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-02-18| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-05-11| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-07-06| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 07/01/2013, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    EP12159463.4|2012-03-14|
    EP12159463.4A|EP2639087B1|2012-03-14|2012-03-14|Vehicle wheel suspension withtransverseleafspring|
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