[go: up one dir, main page]

WO2016082791A1 - Véhicule et son dispositif de stabilisation transversale - Google Patents

Véhicule et son dispositif de stabilisation transversale Download PDF

Info

Publication number
WO2016082791A1
WO2016082791A1 PCT/CN2015/095770 CN2015095770W WO2016082791A1 WO 2016082791 A1 WO2016082791 A1 WO 2016082791A1 CN 2015095770 W CN2015095770 W CN 2015095770W WO 2016082791 A1 WO2016082791 A1 WO 2016082791A1
Authority
WO
WIPO (PCT)
Prior art keywords
hydraulic cylinder
lateral stabilizer
rod
vehicle
oil passage
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/CN2015/095770
Other languages
English (en)
Chinese (zh)
Inventor
郭耀华
汤望
秦涛
海辰光
刘万备
严斌
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.)
Zhengzhou Yutong Bus Co Ltd
Original Assignee
Zhengzhou Yutong Bus Co Ltd
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 Zhengzhou Yutong Bus Co Ltd filed Critical Zhengzhou Yutong Bus Co Ltd
Publication of WO2016082791A1 publication Critical patent/WO2016082791A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/06—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/06—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
    • B60G21/073—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected

Definitions

  • the invention relates to a vehicle and its lateral stabilizer.
  • the existing vehicle includes a vehicle body, an axle, and front and rear lateral stabilizer bars.
  • the two ends of the lateral stabilizer bar are respectively hingedly connected with the left and right sides of the vehicle body.
  • the lateral stabilizer can provide a small anti-roll stiffness to Improve the ride comfort of the vehicle, and improve the vehicle's grip performance when driving on slippery roads, reduce the tire side slip, improve the vehicle's steering stability and passability, when the vehicle enters a corner or makes an emergency turn
  • the vehicle body will generate a large roll angle.
  • the lateral stabilizer can provide a large anti-roll stiffness for the vehicle, thereby effectively suppressing the vehicle body roll, reducing the occurrence of the vehicle rollover accident, and improving the vehicle.
  • Driving safety when the vehicle is running, when the vehicle body produces a small roll angle (such as driving at a high speed on a sandy road with small protrusions)
  • the torsional stiffness of the conventional stabilizer bar has little to do with the roll angle of the vehicle body.
  • the lateral stabilizer bar is directly connected to the vehicle body, even if the vehicle body roll angle is small, the lateral stabilizer bar is provided for the vehicle.
  • the large anti-rolling moment makes the car generate a large roll angle vibration, which affects the ride comfort.
  • the technical solution of the lateral stabilizer in the present invention is:
  • the lateral stabilizer of the vehicle comprises front and rear lateral stabilizer bars, and the first hydraulic cylinder and the second hydraulic cylinder are respectively disposed on the left and right sides of the front lateral stabilizer bar, and the third hydraulic cylinder is respectively disposed on the left and right sides of the rear lateral stabilizer bar
  • the fourth hydraulic cylinder, the piston rods of the first hydraulic cylinder and the second hydraulic cylinder are respectively connected with the left and right ends of the front lateral stabilizer rod, and the piston rods of the third hydraulic cylinder and the fourth hydraulic cylinder are respectively respectively connected to the left and right lateral stabilizer rods
  • the end drive connection the rod cavity of the first hydraulic cylinder is connected to the rodless cavity of the fourth hydraulic cylinder through the first oil passage, and the rodless cavity of the first hydraulic cylinder passes through the second oil passage and the fourth hydraulic cylinder
  • the rod chamber is connected, the rod chamber of the second hydraulic cylinder is connected to the rodless chamber of the third hydraulic cylinder through the third oil passage, and the rodless chamber of the second hydraulic cylinder passes through the
  • Each hydraulic cylinder is respectively connected to a corresponding lateral stabilizer bar through a link mechanism.
  • the link mechanism includes a power output arm extending in a lateral direction of the rotation axis and a power fixed on the power output arm
  • the input arm, the power output arm and the power input arm form a V-shaped structure, and the left and right ends of each lateral stabilizer bar are respectively connected with the corresponding power output arm through corresponding transmission links, and the piston rods of the respective hydraulic cylinders respectively correspond to the power
  • the input arm is hingedly connected.
  • the vehicle including the vehicle body and the axle, further includes a lateral stabilizer disposed between the vehicle body and the axle, the lateral stabilizer includes front and rear stabilizer bars, and the first hydraulic pressure is respectively disposed on the left and right sides of the front stabilizer bar a cylinder and a second hydraulic cylinder, and a third hydraulic cylinder and a fourth hydraulic cylinder are respectively disposed on the left and right sides of the rear lateral stabilizer, and the piston rods of the first hydraulic cylinder and the second hydraulic cylinder are respectively driven to the left and right ends of the front lateral stabilizer Connecting, the piston rods of the third hydraulic cylinder and the fourth hydraulic cylinder are respectively connected to the left and right ends of the rear lateral stabilizer rod, and the rod chamber of the first hydraulic cylinder passes through the first oil passage and the rodless cavity of the fourth hydraulic cylinder Connected, the rodless cavity of the first hydraulic cylinder is connected to the rod cavity of the fourth hydraulic cylinder through the second oil passage, and the rod cavity of the second hydraulic cylinder is connected to the rodless cavity of the
  • Each hydraulic cylinder is respectively connected to a corresponding lateral stabilizer bar through a link mechanism.
  • the link mechanism comprises a power output arm extending in a lateral direction of the rotation axis and a power input arm fixed on the power output arm.
  • the power output arm and the power input arm form a V-shaped structure, and the left and right sides of each lateral stabilizer bar The ends are respectively connected to the corresponding power output arm through corresponding transmission links, and the piston rods of each hydraulic cylinder are respectively hingedly connected with the corresponding power input arm.
  • the invention has the beneficial effects that when the vehicle runs on an uneven road surface, the vehicle will generate a small roll motion, and the compression or extension movement between the vehicle body and the axle will be transmitted to the piston rod of the corresponding hydraulic cylinder, corresponding to the hydraulic pressure.
  • the thrust of the piston rod of the cylinder can provide the vehicle with anti-rolling moment. Under this condition, the piston rod of the corresponding hydraulic cylinder generates a small movement.
  • the oil generated by the movement of the piston rod of the hydraulic cylinder The volume change is small, the gas volume in the accumulator does not change significantly, and the pressure in the oil path is close to the initial value, so that the lateral stabilizer provides a small anti-roll moment, thereby effectively reducing the roll angle vibration of the vehicle, and effectively Improve ride comfort and ride comfort.
  • FIG. 1 is a schematic view showing the structure of an embodiment of a vehicle according to the present invention, and is also a state of use of an embodiment of the lateral stabilizer of the present invention.
  • the vehicle is implemented as shown in FIG. 1 : a vehicle body, an axle, and a lateral stabilizer disposed between the vehicle body and the axle.
  • the axle includes a front axle 3 and a rear axle 15
  • the lateral stabilizer includes a front stabilizer.
  • the third hydraulic cylinder 9 and the fourth hydraulic cylinder 8 are respectively disposed on the left and right sides of the rear horizontal stabilizer bar 16 of the cylinder 1 and the second hydraulic cylinder 5, and the piston rods of the first hydraulic cylinder 1 and the second hydraulic cylinder 5 respectively pass corresponding
  • the connecting rod mechanism is connected to the left and right ends of the front lateral stabilizer bar 4, and the piston rods of the third hydraulic cylinder 9 and the fourth hydraulic cylinder 8 are respectively connected to the left and right ends of the rear lateral stabilizer bar 16 through the corresponding link mechanism,
  • the rod chamber of a hydraulic cylinder 1 is connected to the rodless chamber of the fourth hydraulic cylinder 8 through the first oil passage 11, and the rodless chamber of the first hydraulic cylinder 1 passes through the second oil passage 12 and the fourth hydraulic cylinder 8
  • the rod chamber is connected, and the rod chamber of
  • the rods are connected to the rod chamber, and the first, second, third and fourth oil passages are respectively provided with a first accumulator 7, a second accumulator 2, a third accumulator 10 and a fourth accumulator 6 .
  • the structure of each link mechanism is the same.
  • the link mechanism includes a power output arm extending in the lateral direction of the rotation axis and a power input arm fixed on the power output arm.
  • the power output arm and the power input arm form a V shape.
  • the V-shaped rocker arm 18 of the structure is connected to the corresponding power output arm through the transmission link 17 corresponding to the left and right ends of the lateral stabilizer bar, and the two ends of the transmission link are respectively hingedly connected with the lateral stabilizer bar and the corresponding power output arm.
  • the piston rods of the hydraulic cylinders are respectively hingedly connected with the corresponding power input arm, and each of the hydraulic cylinders is horizontally arranged in the front-rear direction, and the transmission links are vertically arranged.
  • the car body When the vehicle is running on uneven road surface, the car body will produce less roll motion, that is, the roll angle of the car body is smaller, and the compression or extension movement between the car body and the axle will be driven laterally through the transmission link.
  • the rod generates a twist, which will be reversed by the transmission link to the V-shaped rocker arm, the V-shaped rocker arm rotates about its own hinge axis, and the V-shaped rocker arm converts the motion into a linear motion corresponding to the hydraulic cylinder, and the hydraulic cylinder
  • the thrust of the piston rod can provide the vehicle with anti-roll moment. Under this condition, the piston rod of each hydraulic cylinder produces a small movement.
  • the lateral stabilizer provides a small anti-rolling moment, thereby effectively reducing the roll angle vibration of the vehicle and improving ride comfort.
  • the V-shaped rocker arms on the right side respectively compress the piston rods of the second and fourth hydraulic cylinders.
  • the rodless cavity of the fourth hydraulic cylinder is a high pressure chamber, and the rod cavity is a low pressure chamber.
  • the working principle of the left side of the lateral stabilizer is similar to the right side, and the rod chamber of the first and third hydraulic cylinders is high pressure.
  • the cavity and the rodless cavity are low pressure chambers, because the rodless cavity and the rod cavity of the fourth hydraulic cylinder are respectively crosslinked with the rod cavity and the rodless cavity of the first hydraulic cylinder respectively through the corresponding oil passage, and the second hydraulic cylinder is not
  • the rod cavity and the rod cavity are respectively connected to the rod cavity and the rodless cavity of the third hydraulic cylinder through the corresponding oil passage, and the second and fourth hydraulic cylinders compress the gas in the first and fourth accumulators to make the first and the first
  • the oil pressure in the four oil passages rises rapidly, and the movement of each hydraulic cylinder to the right side is subject to a large hydraulic pressure. Force, thereby generating a large anti-roll moment, to prevent the roll of the vehicle body.
  • the V-shaped rocker arm can change the direction of force transmission from
  • the hydraulic cylinder can be conveniently arranged, and the hydraulic cylinder is horizontally arranged on the side of the vehicle body, so that the layout of the hydraulic cylinder can be made more compact; the roll stiffness of the lateral stabilizer can be adjusted by the gas pressure in the accumulator to achieve rigidity.
  • the adjustment is convenient for debugging, disassembly and maintenance; at the same time, the lateral stabilizer can automatically adjust the stiffness of the stabilizer bar according to the operating conditions of the vehicle, effectively reduce the roll of the vehicle body, and improve the stability and comfort of the operation.
  • the cross-linking lateral stabilizer can also improve the anti-pitch stiffness of the vehicle during the large pitching motion, thereby improving the anti-braking head and anti-driving performance of the vehicle.
  • the link mechanism may not be provided.
  • the piston rod of the hydraulic cylinder may be directly connected to the stabilizer bar, and the cylinder of the hydraulic cylinder is hinged to the vehicle body.
  • lateral stabilizer The embodiment of the lateral stabilizer is shown in Fig. 1.
  • the specific structure of the lateral stabilizer is the same as that of the lateral stabilizer described in the above vehicle embodiments, and will not be described in detail herein.

Landscapes

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

Abstract

L'invention concerne un véhicule et son dispositif de stabilisation transversale. Le dispositif de stabilisation transversale comprend une tige de stabilisation transversale avant (4) et une tige de stabilisation transversale arrière (16), et comprend en outre un premier cylindre hydraulique (1), un deuxième cylindre hydraulique (5), un troisième cylindre hydraulique (9) et un quatrième cylindre hydraulique (8). Le premier cylindre hydraulique (1) et le deuxième cylindre hydraulique (5) sont en liaison de transmission avec l'extrémité gauche et l'extrémité droite de la tige de stabilisation transversale avant (4). Le troisième cylindre hydraulique (9) et le quatrième cylindre hydraulique (8) sont, de façon séparée, en liaison de transmission avec l'extrémité gauche et l'extrémité droite de la tige de stabilisation transversale arrière (16). Un orifice de tige du premier cylindre hydraulique (1) est relié à un orifice de tête du quatrième cylindre hydraulique (8) par l'intermédiaire d'un premier canal (11). Un orifice de tête du premier cylindre hydraulique (1) est relié à un orifice de tige du quatrième cylindre hydraulique (8) par l'intermédiaire d'un second canal d'huile (12). Un orifice de tige du deuxième cylindre hydraulique (5) est relié à un orifice de tête du troisième cylindre hydraulique (9) par l'intermédiaire d'un troisième canal d'huile (13). Un orifice de tête du deuxième cylindre hydraulique (5) est relié à un orifice de tige du troisième cylindre hydraulique (9) par l'intermédiaire d'un quatrième canal d'huile (14). Un accumulateur d'énergie est disposé sur chaque canal d'huile. Le dispositif de stabilisation transversale et le véhicule qui utilise le dispositif de stabilisation transversale peuvent réduire une vibration d'angle de roulis de véhicule quand le véhicule a un angle de roulis relativement faible.
PCT/CN2015/095770 2014-11-27 2015-11-27 Véhicule et son dispositif de stabilisation transversale Ceased WO2016082791A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201410695522.8 2014-11-27
CN201410695522.8A CN104527366B (zh) 2014-11-27 2014-11-27 车辆及其横向稳定装置

Publications (1)

Publication Number Publication Date
WO2016082791A1 true WO2016082791A1 (fr) 2016-06-02

Family

ID=52843086

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2015/095770 Ceased WO2016082791A1 (fr) 2014-11-27 2015-11-27 Véhicule et son dispositif de stabilisation transversale

Country Status (2)

Country Link
CN (1) CN104527366B (fr)
WO (1) WO2016082791A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109991023A (zh) * 2017-12-29 2019-07-09 郑州宇通客车股份有限公司 横向稳定杆侧倾刚度匹配试验装置

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104527366B (zh) * 2014-11-27 2017-07-28 郑州宇通客车股份有限公司 车辆及其横向稳定装置
CN107939894A (zh) * 2017-12-29 2018-04-20 山东大学 一种救护车担架隔振系统及其工作方法
CN111946674B (zh) * 2020-09-25 2022-07-19 南京理工大学 用于大负载悬臂伺服机构的多蓄能器平衡装置及设计方法

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1146183A (zh) * 1994-02-25 1997-03-26 动力有限公司 可独立进行俯仰和侧倾控制的液压悬架
WO2000030881A1 (fr) * 1998-11-23 2000-06-02 Zf Lenksysteme Gmbh Dispositif pour la suspension et la stabilisation antiroulis de vehicules automobiles
WO2006077122A2 (fr) * 2005-01-21 2006-07-27 Trw Automotive Gmbh Dispositif de reglage de pression hydraulique pour un systeme de regulation de roulement actif
CN101007501A (zh) * 2007-01-29 2007-08-01 北京柯布克科技开发有限公司 悬架系统液压耦合消扭装置
CN202389147U (zh) * 2011-12-23 2012-08-22 湖南大学 重型卡车按需主动防侧翻液压内联悬架系统
CN104527366A (zh) * 2014-11-27 2015-04-22 郑州宇通客车股份有限公司 车辆及其横向稳定装置
CN204340595U (zh) * 2014-11-27 2015-05-20 郑州宇通客车股份有限公司 一种车辆及其横向稳定装置

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3491366A (en) * 1965-06-30 1970-01-20 Philips Corp Variable angle attachment for infrared reflection spectroscopy
FR2520305B1 (fr) * 1982-01-28 1985-09-06 Aerospatiale Suspension a bras oscillants pour un train de deux roues d'un vehicule et systeme de rappel elastique et de couplage anti-roulis pour une telle suspension
JP3446787B2 (ja) * 1995-09-28 2003-09-16 日産ディーゼル工業株式会社 車両のスタビライザ装置
CN201872233U (zh) * 2010-11-25 2011-06-22 洛阳中冶重工机械有限公司 一种码垛机的机械手
CN103434363A (zh) * 2013-08-08 2013-12-11 常州万安汽车部件科技有限公司 防俯仰防侧倾液压互联悬架系统
CN103879260B (zh) * 2014-03-31 2016-08-31 常州万安汽车部件科技有限公司 车辆悬架系统和机动车

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1146183A (zh) * 1994-02-25 1997-03-26 动力有限公司 可独立进行俯仰和侧倾控制的液压悬架
WO2000030881A1 (fr) * 1998-11-23 2000-06-02 Zf Lenksysteme Gmbh Dispositif pour la suspension et la stabilisation antiroulis de vehicules automobiles
WO2006077122A2 (fr) * 2005-01-21 2006-07-27 Trw Automotive Gmbh Dispositif de reglage de pression hydraulique pour un systeme de regulation de roulement actif
CN101007501A (zh) * 2007-01-29 2007-08-01 北京柯布克科技开发有限公司 悬架系统液压耦合消扭装置
CN202389147U (zh) * 2011-12-23 2012-08-22 湖南大学 重型卡车按需主动防侧翻液压内联悬架系统
CN104527366A (zh) * 2014-11-27 2015-04-22 郑州宇通客车股份有限公司 车辆及其横向稳定装置
CN204340595U (zh) * 2014-11-27 2015-05-20 郑州宇通客车股份有限公司 一种车辆及其横向稳定装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109991023A (zh) * 2017-12-29 2019-07-09 郑州宇通客车股份有限公司 横向稳定杆侧倾刚度匹配试验装置

Also Published As

Publication number Publication date
CN104527366B (zh) 2017-07-28
CN104527366A (zh) 2015-04-22

Similar Documents

Publication Publication Date Title
WO2016082790A1 (fr) Dispositif de stabilisation transversale et véhicule l'utilisant
CN104044429B (zh) 一种液压互联式isd悬架
WO2016082791A1 (fr) Véhicule et son dispositif de stabilisation transversale
JP2009023650A (ja) 車両のロール制御システム
WO2015109659A1 (fr) Systeme de suspension independant et grue equipee de celui-ci
CN203293849U (zh) 一种离地间隙可调的高地隙自走式底盘
CN103158480A (zh) 一种离地间隙可调的高地隙自走式底盘
CN106347510A (zh) 一种复合式履带车辆悬挂系统
CN109986922A (zh) 车辆的侧倾控制方法、车辆及横向稳定杆驱动装置
CN103775555B (zh) 推杆式刚度无级可调油气弹簧
CN103692878B (zh) 自适应横向稳定装置及使用装置的车辆悬架系统
CN206288074U (zh) 一种非独立悬架转向装置及使用该装置的客车
CN204821017U (zh) 一种汽车三角形可调高度防前倾充气式减振器
CN103429443B (zh) 增强了缓冲功能的拖拉机
CN104943523A (zh) 一种可降低动力系统对车身震动影响的连接结构
CN203727122U (zh) 一种自适应横向稳定装置及使用装置的车辆悬架系统
CN204322981U (zh) 一种横向稳定装置及使用该横向稳定装置的车辆
JP6166754B2 (ja) 振動試験機
CN204340595U (zh) 一种车辆及其横向稳定装置
CN201670154U (zh) 吊臂变幅油缸缓冲装置
CN106218335B (zh) 一种可变刚度纵向推力杆及安装该纵向推力杆的空气悬架和其方法
CN209683382U (zh) 一种基于慢主动悬架的主动侧倾控制装置
CN207942900U (zh) 车辆及横向稳定杆驱动装置
CN204344784U (zh) 半挂车鹅颈液压缓冲装置
CN114263703B (zh) 一种用于转向器的液压橡胶减震套结构

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 15863511

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 15863511

Country of ref document: EP

Kind code of ref document: A1