EP0236303A1 - Ameliorations apportees a la suspension avant d'une motocyclette - Google Patents

Ameliorations apportees a la suspension avant d'une motocyclette

Info

Publication number
EP0236303A1
EP0236303A1 EP19850904659 EP85904659A EP0236303A1 EP 0236303 A1 EP0236303 A1 EP 0236303A1 EP 19850904659 EP19850904659 EP 19850904659 EP 85904659 A EP85904659 A EP 85904659A EP 0236303 A1 EP0236303 A1 EP 0236303A1
Authority
EP
European Patent Office
Prior art keywords
suspension
suspension system
fork
wheel
motorcycle
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.)
Pending
Application number
EP19850904659
Other languages
German (de)
English (en)
Inventor
Terence Anthony Haynes
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
Original Assignee
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
Publication of EP0236303A1 publication Critical patent/EP0236303A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/12—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg
    • B62K25/14—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with single arm on each fork leg
    • B62K25/16—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with single arm on each fork leg for front wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/06—Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms
    • B62K25/08—Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms for front wheel

Definitions

  • motorcycles are known with suspension for the front and rear wheel, the front being carried on a steerable front fork rotatably mounted about an inclined steering axis, said fork comprising substantially parallel legs, with each leg carrying at its lower end a suspension means that minimises the variations in steering 'trail' or castor-effect that machine pitching is known to cause.
  • Pitching is defined as the change in the angle of the steering axis to a line drawn between, and tangental to, the wheels at points adjacent to the respective contact patches of the front and rear tyres on the road surface. Independant movement of the front and rear wheels by differential extension and compression of the suspension as may be caused by weight-transfer during acceleration and braking, or uneven road surfaces, will cause this angle to change, which in turn is known to cause the trail or castor-effect of the vehicle steering geometry to vary.
  • the means disclosed as per Fig.1 comprises a pair of substantially parallel legs(15), each leg carrying at its base a link(17) supporting the wheel at a first end(24), and a second end(22) being pivotally connected(21) to the fork leg by restraining means(18) allowing translational movement of the second end in response to movement at the first, and being pivotally connected between these two ends at a point(20) displaced in a substantially vertical plane from a line joining the two ends to a telescopic element(19) sliding axially in or adjacent to, and substantially in the same axis as the fork legs, such that the resultant suspension motion(25) at the wheel spindle minimizes the said 'trail' variations.
  • a means for reducing or eliminating the effects of weight transference during braking said means being the rigid mounting of the brake caliper of a disc-brake assembly on to the suspension link so that upon braking forces are generated to oppose or eliminate the effects of weight transference, or alternatively the mounting of the brake caliper rotatably about the spindle of the wheel, and the pivotal connection of the brake caliper to the fork leg being such that said opposition of forces occurs.
  • An object of the present invention is to unite the suspension mechanisms in each fork leg so as to ensure they operate simultaneously to prevent any twisting or bending of the wheel spindle.
  • a further object is to reduce the moment of inertia of the fork assembly in the side-to-side 'steering' mode by arranging for the resilient suspension medium to be by a single spring/damper unit or similar means, mounted on or close to the steering axis of the fork; or alternatively to minimise the moment of steering inertia, by arranging for the mass of the resilient medium to be removed from the fork entirely by housing the said suspension medium within or on the frame or chassis of the motorcycle, and be operatively connected to the suspension mechanism.
  • a further object is that the lever ratio of movement between the wheel and the resilient suspension medium progressively reduces with suspension travel in a manner as to provide initially very compliant suspension characteristics that become progressively firmer with wheel excursion.
  • a further object is that where the suspension medium is mounted on the chassis of the motorcycle, the operative connection between the suspension medium and the suspension mechanism is such that steering movement and suspension movement are seperate and independant; alternatively to arrange such a joint so that movement of the fork rotatably about the steering axis interacts with the vehicle suspension to augment or modify the vehicle steering characteristics, according to the requirements of the particular case.
  • a f urther object is to minimise the effective 'unsprung' inertia of the moving parts of the suspension, including any such ancilliaries that are commonly fixed to the front suspension such as the mudguard.
  • a further object is to provide a methods of mounting the brake caliper of the front disc brake assembly so that the opposition of forces thereby generated on braking can be altered to suit particular circumstances, or alternatively can be devised so that the effect of the brake-reaction forces is less pronounced at the begining of wheel excursion than towards full compression, or vice-versa.
  • a further object is to provide methods of arranging the geometry of the front suspension components to produce different wheel motions, such as for example a motion devised to minimise ' trail' variations under conditions where the front and rear wheel suspension travel is assumed to be substantially equal and simultaneous; or for example where the wheelbase of the vehicle is required to be maintained substantially constant regardless of front and rear suspension travel; or to compensate for different road conditions or vehicle pay-loads as for example may occur when carrying a passenger or luggage.
  • a further object is to arrange that changes in the front fork geometry or suspension characteristics can be carried out readily to maintain or modify the over-all suspension and/or steering parameters of the vehicle according to particular circumstances.
  • a motorcycle has a steering column fixed or integral with the chassis, and set at a predetermined angle.
  • a front wheel carrying fork assembly comprising a pair of parallel fork legs united by yokes provided either side of the steering column, the legs incorporating in the base of each an articulated suspension means.
  • the telescopic elements (19) of the suspension means in each leg are united where, they protrude from their respective bearings by a rigid bridge piece (29) which is bolted, clamped, splined or otherwise firmly; mounted to the top of the said elements, so that there can be no differential axial movement between them.
  • the fork legs (15) are so shaped, relieved or pierced locally as to provide working clearance for the axial movement of the bridge piece.
  • the assembly as a whole therefore exhibits an improved integrity of motion, and thus reduces any tendency for the wheel spindle to twist or bend, or for the wheel to tilt out of alignment.
  • the bridge piece is replaced o_r augmented by an inverted 'U' shaped stay (41) disposed substantially parallel to the fork legs, and pivotally mounted on. the suspension link (17) at its lower ends adjacent to the wheel spindle mountings.
  • the stay carries a pivotal mounting (42) to a nominally horizontal locating link (26) designed to maintain the substantially parallel position of the stay with respect to the fork legs, the other end of the said link being pivotally mounted (35) at a convenient point on the upper part of the fork legs.
  • the link(26) is pivotally mounted on the upper parts of the telescopic elements or upon the bridge piece(29) previously described.
  • This arrangement is advantageous where a requirement exists to minimise the angular displacement of the locating link. Because both the suspension link and the telescopic elements move respective to the fork legs in response to wheel movement, it will be apparent that the locating link will not move through such a large angle as is the case where it is pivoted from the fork leg.
  • the suspension links may be united by a rigid extension (45) arranged to pass around the wheel.
  • This extension is best formed adjacent to the end nearest the restraining means (22) - as opposed to an extension of that end nearest the wheel mounting - as this part of the suspension system does not move appreciably in response to wheel excursion and therefore the additional mass of the extension would not add significantly to the 'unsprung' inertia of the suspension system as a whole.
  • the resilient suspension medium would normally be provided by a pair of conventional coil spring / hydraulic damper units. These would either be housed within the fork legs as per Fig.1 and act independently upon their respective telescopic elements, or alternatively as per Fig.A, be mounted adjacent to the fork legs and act between upper an mounting point on each leg(32), and a lower mounting point(34) provided on the suspension link adjacent to the wheel spindle.
  • the weight of the springs and damper mechanisms adds to the side-to-side rotatable 'steering' inertia of the fork, particularly as by definition these suspension units are carried at some radius from the steering axis.
  • a single spring/damper unit is employed, with consequent advantages.
  • the suspension medium(28) is mounted below the steering column of the motorcycle.
  • the upper end of the suspension unit is mounted upon a fixing (32) on the lower yoke that unites the fork legs.
  • Hie lower end of the unit bears upon and is fixed by a mounting(34) to the bridge piece (29) that unites the two telescopic elements.
  • the bridge piece also moves to act upon the suspension unit.
  • the characteristic features of this embodiment are that the suspension unit rotates with the fork on steering movement, that the telescopic elements are arranged parallel to the steering axis, and that they are substantially in the same plane so that any displacent laterally of the point upon which the suspension unit works from a line joining the centre of the telescopic elements can be acccmodated. If the telescopic elements are not parallel to the steering axis, the upper and lower mounting points for the suspension units must permit the angular displacement of the suspension unit that will occur on operating.
  • the steering column, lower yoke and steering bearing are proportioned to admit the suspension unit within or partly within the column, and the upper end of the unit would therefore be fixed to a mounting provided on the underside of the top yoke that unites the fork legs.
  • the internal dimensions of the steering column will similarly require proportioning to give sufficient working clearance to provide for angular displacement of the suspension unit if required.
  • a further embodiment of the present invention is represented in Fig.6, when the location of the suspension unit under or within the steering column is not required or possible.
  • suspension medium (28) is carried forward but close to the steering column, and acted upon by a link (26) pivotally mounted at one end to a bracket(35) on the fork legs, and connected to the bridge-piece by another link (36).
  • This second link provides a means for accctnodating the differences in motion between the link and bridge piece.
  • the link pivots about its mounting(35) so describes an arcuate path at point (37), whilst the bridge piece motion is straight line - although not necessarily parallel with the steering axis or in the same plane.
  • FIG.7 An alternative arrangement is illustrated in Fig.7, where the link (26) acts directly upon a pivot(31) provided on the bridge-piece, and the translational motion of the link is absorbed by a restraining means (27) attached by a pivot (35) to the fork legs.
  • a further embodiment refers to Fig.3, previously described.
  • an inverted 'U' stay (41) is provided pivotally mounted at its base to the suspension links, and at its upper end via a locating link(26).
  • the suspension medium would be mounted at its lower end on a pivot(34) provided on the link, and a mounting point(32) upon a bracket attached to the fork legs or yokes.
  • the suspension medium can be acted upon by a link as arranged in Fig.4, where the link(26) is pivoted at one end upon the bridge piece(29), and at the other to the upper part of the 'U' stay.
  • the upper mounting point(32) for the suspension unit is similarly upon a bracket attached to the fork legs, the lower(34) on the link(26).
  • the upper mounting point(32) for the suspension medium(28) would be fixed non-rotatably to the motorcycle chassis, or to the inner surface of the steering column.
  • the lower mounting point(34) on the bridge piece would be a rotatable coupling or joint permitting movement of the fork side-to-side to effect steering.
  • the component parts of the suspension unit can be so proportioned and constructed as to provide the bearing and supporting means of the steering column, whilst still functioning as a suspension medium. In this way the mass of the suspension medium will be largely removed from the side-to-side steering inertia of the fork.
  • a link(26) operates on a suspension medium(28) fixed non-rotatably on the chassis at point(32) via a mounting point(34) and is connected to the said joint(31), and being pivotally connected to the chassis via a restraining means(27) at a point(38) to a pivot or bracket(35).
  • the restraining means absorbs the translational motion ocurring between the linear motion of the telescopic elements, and the arcuate motion of the link operating on the suspension medium.
  • the translational motion is absorbed by a link(36) mounted upon the joint(31), and connected pivotally at a point(37) to a link(26) pivotally mounted on the chassis at a point(35) operating via a mounting point(34) on a suspension medium(28) fixed non-rotatably on the chassis at point(32) via a mounting point(34).
  • the joint lying in the centre of the bridge-piece may be of the ball & socket 'universal' variety, or divided into the two components necessary for its function - namely a coupling able to transmit the suspension loads in the axis of the steering column whilst permitting rotational movement of the fork, and a coupling to accomodate the angular displacement of the linkage that will occur with the axial movement of the bridge-piece on suspension travel, and transmit the suspension loads to the resilient means.
  • This second element does not have to lie directly on the steering axis, but convenience may indicate that this is the preferred location.
  • a variant of this embodiment is possible to confer an additional advantageous feature.
  • the steering geometry termed 'trail' influences the auto-stability of motorcycles by making the front wheel self-aligning, and it is the variation of this important dimension under pitching conditions that 21493 seeks to overcome.
  • the 'universal' joint (31) transmi tting suspension movement from the bridge-piece to the resilient medium is displaced along the vehicle centre-line away from the steering axis by a dimension ('A ').
  • 'A ' the dimension of the joint
  • the side elevation Fig.13 of the suspension link arrangement illustrates that this angular movement of the joint is resisted by the resultant of the loads within the linkage, which will thus tend to return the wheel to the straight-ahead position.
  • the self-aligning force generated is proportional to the angular defelection of the wheel, and the resultant force operating on the joint arising from the linkage and resilient medium.
  • motorcycles exhibit two distinct modes of steering. At low speeds considerable side-to-side movement of the front wheel is excercised by the rider via the handlebars to manouvre and balance the machine. At higher speeds however it is known that the steering characteristics change, such that the wheel does not move appreciably away from the straight-ahead position to negotiate bends or curves, rather that the rider applies a force or couple to the handlebars which is transmitted via the fork to the wheel where gyroscopic precession translates the force through approximately 90 degrees to bank the machine over in order to steer.
  • Fig.14 illustrates another advantageous feature of the present invention.
  • the movement of the wheel is plotted at the wheel spindle (24) as it follows the path (25) and is linked schematically by the telescopic element (19) with the corresponding bridge piece (29).
  • the motion at the wheel spindle is measured at equal 20mm increments over a total excursion of 160mm, whilst the bridge piece only moves a total of 105mm.
  • the effective inertia of the bridge piece, and of any ancilliary such as the mudguard mounted upon it will be reduced by the ratio of the difference between these distances ie 34%, compared with the known method of mounting the front mudguard by brackets or stays to a point on or close to the wheel spindle.
  • the mounting of the mudguard in such a manner overcomes the principal objections to an alternative known method of mudguard mounting, in which this is fixed to the underside of the steering column.
  • Such a mounting position - whilst removing the mass of the component from the 'unsprung' weight of the vehicle - is not placed efficiently to catch spray or road debris because the tyre surface will rarely be near the mudguard except when the suspension is fully compressed.
  • Fig.14 also illustrates the differential of movement between the wheel spindle and the suspension medium as this is compressed.
  • the wheel spindle moves 160mm, whilst the suspension is compressed by 72mm.
  • the effective reduction in inertia of the suspension medium arising from the example linkage illustrated is thus 55%.
  • Fig.15 illustrates a further beneficial feature of the present invention. In this by means of a graph a line is drawn from the incremental movements of the wheel as plotted at point (24), and the suspension medium at point (34).
  • Wheel movement is plotted along the horizontal axis, suspension on the vertical axis.
  • the resultant line is distinctly curved, illustrating that compression of the suspension medium at the beginning of suspension travel is comparatively less than at subsequent points by virtue of the changing lever-ratio of the mechanism.
  • This effect known as 'rising rate' is known to improve the over-all compliance of the suspension system, in that the lower effective spring-rate at the beginning of suspension travel permits the absorbtion of minor road irregularities, whilst the increasing stiffness of the springing thereafter prevents the suspension 'bottoming out', or becoming used up over rougher surfacs.
  • Fig.16 demonstrate the difference in 'rising rate' characteristics between two outwardly similar constructions.
  • the restraining means in this instance is a roller and track mechanism as disclosed in 21493.
  • the incremental movement of the wheel spindle is plotted at regular intervals, and the corresponding movement at the bridge-piece at the universal joint, and at the suspension unit mounting point on the upper link.
  • a graph - Fig.17 is plotted with wheel movement on the horizontal axis, bridge-piece movement on the left hand vertical axis, and suspension medium compression on the right hand vertical axis.
  • the solid lines indicate the effective lever-ratio of the system at these two points, measured against wheel movement for a construction ('A' Fig.16) in which the restraining means (31) for the wheel-carrying link (17), are disposed in order to enhance this rising - rate effect.
  • the broken lines indicate the rising - rate effect of the construction ('B' Fig.16) in which the restraining means only are disposed differently. As can be seen there is a marked difference between the respective solid and broken lines for the two examples. Similar and complementary effects can be achieved by altering the dimensions, shape and disposition of the other suspension components hereby described, to enhance or reduce the rising-rate characteristics of the suspension.
  • FIG.18 illustrates another beneficial feature of the present invention.
  • the wheel-carrying link (17) is arranged in two parts hinged one upon the other and with an adjustableting device ('Xi') provided between the two to alter the angles enclosed within points 24, 20 & 22.
  • 'Xi' an adjustable device
  • the dimensions between 24 & 20, and between 20 & 22 remain constant, whilst the dimension between 24 & 22 can be lengthened or forshortened. Reducing the dimension between 24 & 22 will increase the vertical displacement of point 20 from a line joining points 24 & 22. Increasing the dimension between 24 & 22 will reduce the vertical displacement until a condition is reached where the points 24, 20 & 22 are in line.
  • the motion of the wheel spirrile at point 24 is drawn for three representative geometries achieved by the means discussed.
  • the solid line (25i) is a shallow curve so that a mean-line drawn through it would intersect with the steering axis at some point above the wheel spindle. Such a line is characteristic of wheel motions calculated to minimise 'trail' variations under pitching conditions.
  • the dotted line (25ii) is a shallow curve so that a mean-line drawn through it will be substantially parallel with the steering axis. Such a motion will minimise 'trail' variations under conditions where machine 'pitching' is not assumed to ocurr, ie the front and rear suspension of the vehicle move equally and simultaneously.
  • the broken line (25iii) is a shallow curve midway between the two other examples, as may be used in a vehicle where neither 'trail' variation arising frcm machine pitching or through simultaneous and equal movement is deemed to have over-riding importance, and a compromise is made between the two conditions.
  • Such a vehicle could for example use a brake linkage as disclosed in 21493 or as hereinafter described, to limit the effects of weight-transference on the front suspension.
  • brake arrangements are known as 'anti-dive', and can reduce the degree of machine pitching that would otherwise occur, and thus would limit the trail variations that occur under braking conditions. Improvements in an anti-dive brake linkage are now described.
  • 21493 a brake arrangement is disclosed whereby a disc-brake caliper is rigidly mounted onto the wheel-carrying suspension link.
  • Such a construction has the disadvantage that where considerable lengths of suspension travel are required - for example in excess of 120mm, and where a requirement also exists to keep the physical dimensions of the wheel link comparatively small - for example less than 200mm, the angular displacement of the wheel-carrying link will be such that the anti-dive effect will be excessive, or cause the front end of the motorcycle to actually rise on braking.
  • a disc brake caliper is mounted on a bracket or carrier (27) that is rotatably mounted concentric with the wheel spindle (24) and grips on operation a disc brake (28).
  • a torque arm (29) is pivotally mounted between a lower extension of the telescopic element (19) at a point (31), and the disc brake caliper mounting bracket at a point (30).
  • FIG.20 A further embodiment is illustrated schematically in drawing. Fig.20.
  • the wheel travel would possibly be in excess of 200rrm as is cannon with certain rough-terrain motorcycles such as are used in competition 'Moto-Cross'.
  • this type of motorcycle it is often considered important to provide a brake linkage that permits a certain amount of 'pitching', in order to maintain the special steering characteristics particular to that type of motorcycle.
  • a reduced degree of 'anti-dive' may therefore be specified. The means by which this may be achieved will now be described with reference to the drawing.
  • a brake caliper is mounted on a carrier(27) mounted rotatably concentric with a wheel spindle (24).
  • a torque arm (29) is pivotally mounted at one end to the brake caliper carrier at point (30), and at the other end at point (31) to an extension of the restraining means(18) linking the fork leg (15) to the wheel carrying link(17). Because the restraining link describes an arc (22-22i) on suspension excursion to absorb the translational motion of the wheel-carrying link at point(22), it will be apparent that by suitable proportioning of the components the difference in the angular displacement of the brake caliper consequent on this movement and on the movement of the wheel spindle can be reduced or eliminated.
  • the linkage can be adjusted in a similar manner to that previously described for the other embodiment by providing altrnative mounting points, slots or screw adjusters.
  • a third brake mounting position can be discussed with reference to Figs.3 & 4 previously described.
  • a 'U' shaped stay(41) is arranged to convey the motion at the wheel spindle along a path substantially parallel to the axis of the fork legs.
  • this stay By appropriately dimensioning this stay to resist the loadsn, it can provide a convenient mounting agency for the disc brake caliper. Alterations in the dimension between the lower pivotal mounting points for the 'U' stay and the wheel spindle(24) will provide a measure of control over the degree of 'anti-dive' produced by this construction.
  • All three embodiments can be re-arranged so that the brake calipers lie in different positions, and the linkage as described is equally applicable to motorcycles with drum-type brakes.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)

Abstract

Un système de suspension avant pour une motocyclette comprend une fourche frontale orientable munie de deux bras essentiellement parallèles (15) soutenant chacun un mécanisme de suspension articulé, lequel comprend un élément de liaison, (17) dont l'une de ses extrémités (24) soutient la roue avant de la motocyclette. Une seconde extrémité (32) de l'élément de liaison (17) est relié de manière pivotante au bras (15) de la fourche par des organes de retenue (18) permettant le mouvement translationnel de la seconde extrémité en réponse au mouvement de la première extrémité (24). Un élément téléscopique (19) est relié de manière pivotante à un point (20) situé entre les extrémités (24, 22) de l'élément de liaison (17), ledit élément pouvant axialement coulisser dans des organes de soutien fixés ou adjacents au bras (15) de la fourche. Les mécanismes articulés sont joints par des organes d'interconnexion (29) destinés à résister au mouvement relatif s'effectuant entre eux. Les organes de suspension résilients (1) sont reliés de manière actionnable au mécanisme articulé afin de résister au mouvement relatif s'effectuant entre la fourche avant et les mécanismes articulés, en réponse à la charge appliquée à la motocyclette lors de son utilisation.
EP19850904659 1985-09-17 1985-09-17 Ameliorations apportees a la suspension avant d'une motocyclette Pending EP0236303A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/GB1985/000431 WO1987001670A1 (fr) 1985-09-17 1985-09-17 Ameliorations apportees a la suspension avant d'une motocyclette

Publications (1)

Publication Number Publication Date
EP0236303A1 true EP0236303A1 (fr) 1987-09-16

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP19850904659 Pending EP0236303A1 (fr) 1985-09-17 1985-09-17 Ameliorations apportees a la suspension avant d'une motocyclette

Country Status (3)

Country Link
EP (1) EP0236303A1 (fr)
GB (1) GB2154960B (fr)
WO (1) WO1987001670A1 (fr)

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GB8405606D0 (en) 1984-04-04
WO1987001670A1 (fr) 1987-03-26
GB2154960B (en) 1988-04-27
GB2154960A (en) 1985-09-18

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