EP0601014A1 - Systeme de suspension - Google Patents

Systeme de suspension

Info

Publication number
EP0601014A1
EP0601014A1 EP92918328A EP92918328A EP0601014A1 EP 0601014 A1 EP0601014 A1 EP 0601014A1 EP 92918328 A EP92918328 A EP 92918328A EP 92918328 A EP92918328 A EP 92918328A EP 0601014 A1 EP0601014 A1 EP 0601014A1
Authority
EP
European Patent Office
Prior art keywords
chamber
fluid
impedance
displacer
vehicle
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.)
Withdrawn
Application number
EP92918328A
Other languages
German (de)
English (en)
Inventor
Paul Adrian Wilkinson
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.)
MOTOR INDUSTRY RESEARCH ASSOCIATION
Original Assignee
MOTOR INDUSTRY RESEARCH ASSOCIATION
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 MOTOR INDUSTRY RESEARCH ASSOCIATION filed Critical MOTOR INDUSTRY RESEARCH ASSOCIATION
Publication of EP0601014A1 publication Critical patent/EP0601014A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/06—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/0416—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics regulated by varying the resiliency of hydropneumatic suspensions
    • B60G17/0432—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics regulated by varying the resiliency of hydropneumatic suspensions by varying the number of accumulators connected to the hydraulic cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/154—Fluid spring with an accumulator

Definitions

  • the present invention relates to a suspension system, by which we mean a system which is used to control relative movement of two members in a manner such that the relative movement is yieldingly opposed and is damped.
  • a suspension system by which we mean a system which is used to control relative movement of two members in a manner such that the relative movement is yieldingly opposed and is damped.
  • the majority of vehicles intended for use on land have suspension systems interposed between a body of the vehicle and wheels or other ground-engaging elements to protect the vehicle body and passengers or a load carried thereby from mechanical shocks.
  • An active suspension system comprises a motor which is energised from a source of power extraneous to the suspension system and which applies energy to the suspension system, typically by driving a pump which transfers fluid under pressure from a reservoir into a pressurised part of the suspension system.
  • Active suspension systems are expensive and have therefore been developed only for use in relatively expensive passenger cars and more specialised vehicles.
  • the present invention is primarily concerned with a suspension system which can be operated as a passive system, that is to say without the transfer of energy from an extraneous source to the suspension system, except for the incidental transfer of energy required to operate valves for controlling the flow of fluid and/or the minor transfer of energy arising upon the gradual addition of fluid under pressure under the control of a self-levelling system which compensates for uneven static loading of a vehicle.
  • Karnopp et al state that changing the damping alone of a suspension system is not a good way to stiffen or soften a suspension and that if the spring constant alone is changed from an optimum value for a given road input, then a softened system will have too much damping and a stiffened system will have too little damping. They put forward theoretical analyses to support these statements.
  • Karnopp et al propose that the damping coefficient and the spring stiffness of a suspension system should be varied concurrently and suggest an arrangement of variable dampers and compliant elements which might be used to achieve this. A schematic representation of such an arrangement is shown in Figure 6a of the Karnopp et al paper.
  • the suspension arrangement represented schematically in Figure 6a of the Karnopp et al paper comprises a pair of variable dampers and a pair of air springs.
  • Figure 10 comprises a graphical representation of the expected behaviour of the hypothetical system, when both of the dampers are varied simultaneously.
  • the suspension system contemplated by Karnopp et al and represented schematically in Figure 6a of their paper would require an elaborate system for controlling both of the dampers in accordance with various parameters.
  • the present applicants have devised an alternative suspension arrangement which, like the Karnopp et al arrangement, is essentially a passive system, but which differs from the Karnopp et al arrangement, in that the present invention does not require the simultaneous variation of a pair of dampers and an elaborate control system to change the dampers in accordance with various inputs from the vehicle.
  • a suspension system comprising a chamber containing a fluid, the chamber having an outlet through which the fluid can be expelled from the chamber, a displacer which displaces fluid in the chamber when movement which is to be controlled by the suspension system occurs, a first impedance which impedes movement of the displacer to displace fluid in the chamber, a first fluid capacitor in communication with the chamber for accornmodating displaced fluid when the pressure in the fluid rises and a second impedance for impeding flow of fluid between the chamber and the first capacitor, wherein one or both of the first and second impedances has a value which is unchanged during at least a substantial period of use of the system.
  • the chamber in which fluid is displaced by the displacer may contain a compressible fluid, in which case some of the displaced fluid will be accommodated in the chamber and the chamber will act as a second capacitor.
  • the first impedance may be connected mechanically in parallel with the fluid in the chamber so that both the pressure of that fluid and the first impedance oppose movement of the displacer in a direction to compress fluid in the chamber.
  • the chamber may contain an incompressible fluid.
  • the first impedance is preferably connected in series with the outlet from the chamber to impede flow of fluid through the outlet and there is preferably interposed between the first and second impedances a second fluid capacitor for accommodating displaced fluid when the pressure in the fluid rises.
  • some of the fluid displaced by the displacer can flow from the chamber through the first impedance only to the second capacitance and a further part of the displaced fluid can flow through both the first and second impedances to the first capacitance.
  • a method of controlling up and down movement of a vehicle body relative to a ground-engaging wheel of the vehicle wherein there is provided means for defining a chamber containing a fluid and a displacer, the chamber having an outlet through which fluid can flow into and from the chamber, interposing said means defining the chamber and the displacer between the wheel and the body of the vehicle, associating a first impedance with the means defining the chamber to impede movement of the displacer in a direction to expel fluid from the chamber through the outlet and connecting a first capacitance via a second impedance with the chamber to receive fluid expelled therefrom, wherein, during operation of the vehicle, fluid flows between the chamber and the first capacitor via the second impedance and wherein, during a substantial period of operation of the vehicle, the second impedance is maintained substantially constant.
  • the value of one or both of the impedances may be adjusted during manufacture of a vehicle or preparation of the vehicle for use. Furthermore, an adjustment of one or each of the impedances may be made to change one or more characteristics of the vehicle for a substantial period. For example, a characteristic may be changed when the vehicle is to be used for carrying a relatively heavy load or for carrying a relatively light load or is to be used in a substantially unladen condition. A characteristic may be changed, in preparation for use of the vehicle on a relatively smooth road or changed in preparation for use of the vehicle off-road or on a relatively rough road. Such adjustments of the impedances may be effected manually and do not require the provision of an elaborate control system which responds to various inputs from the vehicle, as would be required to operate the suspension system represented in the Karnopp et al paper.
  • the vehicle body may be a cab which is distinct from a load-platform of the vehicle and the means defining the chamber and the displacer may be interposed between the cab and the load-carrying platform, that platform being supported on ground-engaging wheels of the vehicle.
  • FIGURE 1 is a diagrammatic representation of the suspension system and associated parts of a vehicle
  • FIGURES 2 AND 3 are diagrams representing the behaviour of the system of Figure 1, of a known, passive suspension system and of a known hydroelastic suspension system and
  • FIGURE 4 is a diagram representing a modified suspension system.
  • the suspension system represented in Figure 1 of the accompanying drawing is incorporated in a road vehicle having a chassis 10 and running wheels, one of which is represented at 11.
  • the wheel 11 may incorporate a pneumatic tyre and be intended for running on the ground.
  • the wheel may be intended for running on a rail or other member of a track, for example a track which is a part of a vehicle.
  • the chassis 10 may support a cabin for a driver of the vehicle and for one or more passengers and may also support a platform for carrying a load.
  • the chassis also supports an engine for driving at least some of the mnning wheels.
  • the vehicle incorporates a suspension system for transmitting a downwardly directed load from the chassis 10 to the running wheel 11.
  • the suspension system may be interposed mechanically between the chassis and an axle housing or a bearing which carries the wheel 11. There may be a respective suspension system for each of the running wheels of the vehicle. Alternatively, a suspension system may be common to a plurality of running wheels.
  • the suspension system illustrated in the drawing comprises a cylinder 12 defining a chamber 13 and a displacer in the form of a piston 14 which operates in the cylinder in a known manner to displace fluid in the chamber 13.
  • the cylinder and a piston rod 15 of the piston 14 are attached to respective ones of the members, relative movement of which is to be controlled by the suspension system so that the volume of the space available in the chamber 13 to accommodate fluid changes whenever there is relative movement of these members.
  • the cylinder 12 is attached to the chassis 10 and the piston rod 15 is attached to the axle housing or bearing of the wheel 11. It will be understood that the reverse of this arrangement may be used.
  • the chamber 13 and associated parts of the suspension system are occupied by a substantially incompressible fluid, for example oil.
  • the oil in the chamber 13 is maintained under pressure to oppose downward movement of the chassis 10 relative to the wheel 11.
  • the pressure in the chamber 13 is dependent upon the static load borne by the chassis and upon the dynamic conditions when the vehicle is in use.
  • suspension system illustrated in the drawing is a passive system and the volume of oil contained in the system does not change. It will be appreciated that provision may be made for replacement of any oil which escapes from the system by leakage or which is drained from the system, in order that the oil can be replaced with fresh oil.
  • the chamber 13 has an outlet 16 and whenever the piston 14 moves relative to the cylinder 12, oil flows through the outlet, leaving the chamber when the piston moves in a direction to reduce the volume of the chamber and entering the chamber when the piston moves in the opposite direction.
  • a first impedance 17 is provided for impeding flow of oil through the outlet 16 in either direction.
  • the suspension system further comprises first and second fluid capacitors 18 and 19 respectively for accommodating oil which is expelled from the chamber 13 through the outlet 16 by movement of the piston 14 relative to the cylinder 12. Oil accommodated by the capacitors can subsequently be released by the capacitors when the piston 14 moves relative to the cylinder in a direction to increase the volume of the chamber 13.
  • the capacitors 18 and 19 may be known devices, commonly called accumulators, and each comprising a canister containing a volume of gas under pressure and a volume of oil, the oil being adjacent to respective ducts 20 and 21, via which the respective interiors of the canisters are connected with the first impedance 17 and the outlet 16.
  • Each canister may contain a diaphragm separating the gas from the oil.
  • the gas in the canister acts as a spring and that other forms of spring may be provided in the capacitors to enable the capacitors to accept additional volumes of oil when the pressure in the oil is increased and to expel oil from the canisters when the pressure in the oil falls.
  • the first capacitor 18 differs from the second capacitor 19 in that the first capacitor is adapted to act as a softer spring than is the second capacitor 19.
  • the capacitor 18 may contain a substantially larger volume of gas than does the capacitor 19. This means that the volume of additional oil which the capacitor 18 will accept when there is a given increase in the pressure in the oil is substantially greater than the volume of additional oil which the capacitor 19 will accept, when subjected to the same increase in the pressure of the oil.
  • the suspension system further comprises a second impedance 22 which is interposed between the first capacitor 18, on the one hand, and the second capacitor 19 and the first impedance 17, on the other hand.
  • the duct 20 leads from the first capacitor 18 to the second impedance 22.
  • Each of the impedances 17 and 22 may comprise a known orifice plate mounted in a known housing connected in a known manner by suitable pipes with other components of the suspension system.
  • the first and second impedances may have fixed values which may differ from each other.
  • adjustable impedances in place of the fixed impedances 17 and 22 or in place of one of them.
  • shut-off valve which can be operated to isolate the first capacitance 18 from the remainder of the suspension system.
  • the first impedance 17 damps upward and downward movement of the chassis 10 relative to the wheel 11. That is to say, the first impedance dissipates energy when oil is caused to flow in either direction through the outlet 16 by movement of the piston 14 relative to the cylinder 12. This energy is dissipated as heat. Oil flowing from the chamber 13 through the outlet 16 flows partly to the first capacitance 18 and partly to the second capacitance 19. The respective proportions of the flow which are accommodated by these capacitances will vary in a manner dependent upon the rate of flow through the outlet 16. When the flow rate is high, flow to the first capacitance 18 is impeded significantly by the second impedance 22 and a relatively smaller proportion of the flow through the outlet 16 is accommodated by the first capacitance 18.
  • the effect of the second impedance 22 is smaller and a relatively larger portion of the flow is accommodated by the first capacitance 18.
  • the "stiffness" of each of the capacitances 18 and 19 and the relative values of the impedances 17 and 22 are selected to provide the required operating characteristics of the suspension system.
  • the entire volume of fluid expelled from the chamber 13 through the outlet 16 is accommodated in the capacitors 18 and 19 collectively. These capacitors also release the entire volume of fluid which enters the chamber 13 through the outlet 16, when the piston 14 moves relative to the cylinder 12 in a direction to increase the volume of the chamber 13.
  • the energy required to drive fluid into the chamber 13 and to drive the piston 14 relative to the cylinder 12 in a direction to increase the volume of the chamber is stored in the capacitors 18 and 19 when the piston moves in a direction to reduce the volume of the chamber 13. There is no supply of energy or of fluid under pressure to the suspension system from an extraneous source, during normal operation.
  • these systems may be modified by interconnecting the systems, either directly or via one or more valves.
  • the suspension system illustrated in the accompanying drawing is considered to be sufficiently simple and inexpensive to be used in freight - carrying road vehicles.
  • the impedances 17 and 22 shall be non- adjustable, in order to rninimise cost, it would be within the scope of the invention for either one or both of these impedances to be adjustable. This would facilitate adjustment during construction of a vehicle to achieve required characteristics of the suspension system. It would also facilitate adjustment of the suspension system, after construction of the vehicle, in order to prepare the vehicle for use in different conditions.
  • the impedances which are preferred when the vehicle is used in a fully laden condition may differ from the impedances which are preferred when the vehicle is used in an unladen condition.
  • Adjustment of the impedances may be by means of manually operated, remote controls. Alternatively, adjustment may be achieved by means of power-operated valves or actuators, either under manual control or under the control of a control device which is responsive to the load carried by the vehicle. In none of these cases, would adjustment be effected continuously during operation of the vehicle. Comparative tests have been carried out on a suspension system embodying the invention and arranged as shown in Figure 1, a known passive system and a representative active suspension system. For this purpose, there was used a test rig comprising one half of a commercially available suspension system supplied by Rubery Owen - Rockwell, designated “Indair" system and which is intended for use in freight-carrying vehicles. Thus, the rig incorporated a single wheel station.
  • a stack of "Belville” washers was used to simulate the action of a tyre and displacements of the tyre representative of the displacement caused by an uneven road surface were imparted to the stack of springs by an hydraulic actuator which was controlled in a manner to represent a road surface having characteristics corresponding to a selected one of three ISO standard classifications identified as very good, good and average.
  • the rig included instrumentation to facilitate the recording of sprung an unsprung mass accelerations, tyre force (force exerted on the road surface by the tyre), suspension deflection and velocity and tyre deflection.
  • the test rig was used to obtain measurements with the springing being provided by air spring supplied as a part of the "Indair" suspension.
  • Figure 2 there is represented the force which would be exerted by the tyre on the road surface in consequence of oscillation of the wheel at frequencies within the range 0 to 20Hz for the test rig with the known damper and air spring arrangement, for the test rig with the hydro-pneumatic suspension arrangement and for the test rig with the suspension arrangement represented in Figure 1.
  • the input to the test rig was controlled to be representative of an ISO "very good" profile.
  • Figure 2 shows that the forces exerted on the road surface by a suspension system as represented in Figure 1 are, over a frequency range from approximately 1 to approximately 4Hz, much lower than the forces which resulted from use of the known air spring suspension and also much lower than the forces resulting from use of the known hydro-pneumatic suspension system.
  • Figure 3 shows that a suspension system as represented in Figure 1 achieves a similar improvement in a case where the input to the rig is representative of a road surface classified as ISO “medium”. Measurements obtained from the rig when the input was representative of a road surface classified as ISO “good” also show a similar relationship between the force exerted by the tyre on the road surface when a suspension system as represented in Figure 1 is used, and the force exerted on the road when the air spring and hydro- pneumatic suspension systems are used.
  • FIG 4 shows a diagrammatic representation of an alternative suspension system which embodies the present invention.
  • parts corresponding to those herein before described with reference to Figure 1 are identified by like reference numerals with the prefix 1.
  • the preceding description is deemed to apply, except for differences hereinafter mentioned.
  • the interior of the cylinder 112 is divided by a displacer which is represented as a double-acting piston 114.
  • the cylinder contains an incompressible fluid on which each of the opposite faces of the piston can act directly.
  • the volume of incompressible fluid in the system does not change. Provision may be made, but is not represented in the drawing, for replacing fluid which leaks from the system or which is drained from the system, in order to be replaced.
  • the suspension system of Figure 4 defines a first chamber 113 which is immediately adjacent to one face of the piston 114.
  • a boundary of the chamber 113 opposite to the piston is defined by an internal fixed partition 124 of the cylinder.
  • In the partition there is an orifice which provides communication between the chamber 113 and a further chamber 125 inside the cylinder.
  • the structure defining the orifice in the partition 124 constitutes an impedance and is typically a separately-formed component mounted in the partition.
  • the chamber 125 communicates with a capacitor 119 which, in the arrangement represented in Figure 4, is disposed within the cylinder 112.
  • the capacitor 119 may comprise a quantity of a compressible fluid contained in a flexible envelope. This capacitor may, for example, lie at an end of the chamber 125 remote from the piston 114 and partition 124.
  • a third chamber 126 is defined in the cylinder 112 between the piston 114 and a further partition 127, also having an orifice which provides communication between the third chamber and a fourth chamber 128 inside the cylinder.
  • the structure defining the orifice in the partition 127 constitutes a further impedance for impeding flow of fluid between the chambers 126 and 128.
  • the chamber 128 communicates directly with a respective capacitor 129 which also lies inside the cylinder 112, for example at an end of the chamber 128 which is remote from the piston 114 and the partition 127.
  • the capacitor 129 also may comprise a body of gas separated from the incompressible fluid in the chamber 128 by a flexible envelope, a diaphragm or a piston.
  • the chamber 125 has a port 116 leading to a duct 130 outside the cylinder 112 which provides communication between the second chamber 125 and the fourth chamber 128.
  • the duct 130 communicates with the fourth chamber at a port 131.
  • a further impedance 132 is provided in the duct 130 for impeding flow of fluid between the chambers 125 and 128.
  • the suspension systems represented in Figure 4 further comprises a capacitor 133 which lies outside the cylinder 112 and which is not in communication with the chambers inside the cylinder.
  • the capacitor 133 may be in the form of a known air-spring.
  • the capacitor 129 will expand to expel incompressible fluid from the chamber 128 through the impedance incorporated in the partition 127 so that the flow through that impedance will correspond to the flow through the impedance incorporated in the partition 124.
  • Upward movement of the wheel 111 relative to the chassis 110 is also opposed by the capacitor 133, which stores energy during mutual approach of the chassis 110 and the axis of rotation of the wheel 11, that energy being expended subsequently to contribute to driving of incompressible fluid along the duct 130 in a direction from the chamber 128 to the chamber 125.

Landscapes

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

Abstract

Un système de suspension pouvant être utilisé dans un véhicule routier comprend un ensemble piston et cylindre, dont les éléments respectifs (12) et (14) sont rattachés à un châssis (10) et à un roulement d'une roue (11) du véhicule. Un orifice de sortie (16) du cylindre est relié en série à un dispositif d'étranglement (17), un accumulateur (19), un second dispositif d'étranglement (22) et un second accumulateur (18) tous reliés en série.
EP92918328A 1991-09-07 1992-08-28 Systeme de suspension Withdrawn EP0601014A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
GB9119103 1991-09-07
GB919119103A GB9119103D0 (en) 1991-09-07 1991-09-07 Suspension system
PCT/GB1992/001583 WO1993004883A1 (fr) 1991-09-07 1992-08-28 Systeme de suspension

Publications (1)

Publication Number Publication Date
EP0601014A1 true EP0601014A1 (fr) 1994-06-15

Family

ID=10701028

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92918328A Withdrawn EP0601014A1 (fr) 1991-09-07 1992-08-28 Systeme de suspension

Country Status (5)

Country Link
EP (1) EP0601014A1 (fr)
AU (1) AU2484492A (fr)
GB (1) GB9119103D0 (fr)
PL (1) PL299187A1 (fr)
WO (1) WO1993004883A1 (fr)

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IT1271171B (it) * 1993-04-08 1997-05-27 Fichtel & Sachs Ag Ammortizzatore operante selettivamente nella frequenza
CA2608825A1 (fr) * 2007-10-26 2009-04-26 Multimatic Inc. Systeme de suspension dans la roue
US10300760B1 (en) 2015-03-18 2019-05-28 Apple Inc. Fully-actuated suspension system
US10814690B1 (en) 2017-04-18 2020-10-27 Apple Inc. Active suspension system with energy storage device
US11358431B2 (en) 2017-05-08 2022-06-14 Apple Inc. Active suspension system
US10899340B1 (en) 2017-06-21 2021-01-26 Apple Inc. Vehicle with automated subsystems
US11173766B1 (en) 2017-09-07 2021-11-16 Apple Inc. Suspension system with locking structure
US11065931B1 (en) 2017-09-15 2021-07-20 Apple Inc. Active suspension system
US11124035B1 (en) 2017-09-25 2021-09-21 Apple Inc. Multi-stage active suspension actuator
US10960723B1 (en) 2017-09-26 2021-03-30 Apple Inc. Wheel-mounted suspension actuators
US11285773B1 (en) 2018-09-12 2022-03-29 Apple Inc. Control system
US11634167B1 (en) 2018-09-14 2023-04-25 Apple Inc. Transmitting axial and rotational movement to a hub
US11345209B1 (en) 2019-06-03 2022-05-31 Apple Inc. Suspension systems
US11179991B1 (en) 2019-09-23 2021-11-23 Apple Inc. Suspension systems
US11938922B1 (en) 2019-09-23 2024-03-26 Apple Inc. Motion control system
US11707961B1 (en) 2020-04-28 2023-07-25 Apple Inc. Actuator with reinforcing structure for torsion resistance
US11828339B1 (en) 2020-07-07 2023-11-28 Apple Inc. Vibration control system
EP4319998A1 (fr) 2021-06-07 2024-02-14 Apple Inc. Système d'amortisseur de masse

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FR1376235A (fr) * 1962-11-28 1964-10-23 Stabilus Perfectionnements aux amortisseurs de chocs et analogues
DE1960572A1 (de) * 1969-12-03 1971-06-09 Fritz Bauer Gasfeder mit einer durch das Verhaeltnis zweier Durchmesser bestimmten Federkonstanten
FR2293327A1 (fr) * 1974-12-04 1976-07-02 Bardot Michel Amortisseur autostable
JPH0710643B2 (ja) * 1985-10-22 1995-02-08 トヨタ自動車株式会社 車輌用車高調整装置
JPS6412906A (en) * 1987-07-03 1989-01-17 Aisin Seiki Shock absorber
DE3837863C2 (de) * 1988-11-08 1995-02-09 Daimler Benz Ag Federungssystem für Fahrzeuge
JP2945705B2 (ja) * 1989-09-13 1999-09-06 マツダ株式会社 サスペンションと駆動力の総合制御装置
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Also Published As

Publication number Publication date
AU2484492A (en) 1993-04-05
PL299187A1 (en) 1994-04-18
WO1993004883A1 (fr) 1993-03-18
GB9119103D0 (en) 1991-10-23

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