GB2215287A - Actively controlled vehicle shock absorbers - Google Patents
Actively controlled vehicle shock absorbers Download PDFInfo
- Publication number
- GB2215287A GB2215287A GB8805491A GB8805491A GB2215287A GB 2215287 A GB2215287 A GB 2215287A GB 8805491 A GB8805491 A GB 8805491A GB 8805491 A GB8805491 A GB 8805491A GB 2215287 A GB2215287 A GB 2215287A
- Authority
- GB
- United Kingdom
- Prior art keywords
- vehicle
- angular rate
- motion
- actuating
- rate sensor
- 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.)
- Granted
Links
Classifications
-
- 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
- B60G17/015—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 the regulating means comprising electric or electronic elements
- B60G17/016—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 the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/10—Acceleration; Deceleration
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/10—Acceleration; Deceleration
- B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/10—Acceleration; Deceleration
- B60G2400/106—Acceleration; Deceleration longitudinal with regard to vehicle, e.g. braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/20—Speed
- B60G2400/204—Vehicle speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/30—Propulsion unit conditions
- B60G2400/33—Throttle position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/30—Propulsion unit conditions
- B60G2400/34—Accelerator pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/40—Steering conditions
- B60G2400/41—Steering angle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2401/00—Indexing codes relating to the type of sensors based on the principle of their operation
- B60G2401/10—Piezoelectric elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/10—Damping action or damper
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/01—Attitude or posture control
- B60G2800/012—Rolling condition
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/01—Attitude or posture control
- B60G2800/014—Pitch; Nose dive
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/24—Steering, cornering
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
To stabilize vehicle running motion by a simplified system configuration, the system comprises a vehicle speed sensor; an angular rate sensor unit composed of three vibrational rate sensors disposed in orthogonal arrangement; an arithmetic unit for calculating appropriate damping rates of variable shock absorbers; and actuators for actuating the shock absorbers on the basis of the calculated damping rates. The first angular rate sensors detects vehicle rolling motion; the second angular rate sensor detects vehicle pitching motion; and the third angular rate sensor detects vehicle yawing motion.
Description
VEHICLE RUNNING STABILIZING SYSTEM
BACKGROUND OF THE INVENTION
Field of the Invention
The present invention relates generally to a vehicle running stabilizing system, and more specifically a system for controlling riding comfortability and steering stability by adjusting damping rates of suspension shock absorbers according to vehicle 'notions.
Description of the Prior Art
When the damping rate of shock absorbers of suspensions for an automotive vehicle is non-adjustably fixed, the damping rate is determined by finding a point of compromise between riding comfortability and steering stability both inconsistent with each other.
Therefore, in the suspension designed for riding comfortability (comfortability-oriented suspension), the driver is subjected to the influence of vehicle's kinetic energy and therefore the driver's position is easily dislocated from the standard driving position.
On the other hand, in the suspension designed for drivers position (driver position-oriented suspension), the riding comfortability is sacrificed. To overcome these problems, suspensions including variable damping rate shock absorbers have recently been developed. In this variable suspension system, the damping rate can be manually or automatically adjusted to a low rate when the vehicle is running in an urban area to ensure riding comfortability and to a high rate when the vehicle is running on a speedway to maintain high-speed steering stability.
In the automatic suspensions, however, since there are provided various functions such as antiscoot function (for preventing the vehicle tail from being lowered when accelerated), antidive function (for preventing the vehicle top from being lowered when braked), antiroll function (for preventing the vehicle from being rolled when turned to the right or left along a winding road), etc., various signals detected by many sensors and switches should be processed by an arithmetic unit (controller) to adjust the damping rates of front and rear suspensions. These various sensors and switches are a steering sensor for detecting steering angular position, a speed sensor for detecting vehicle speed, a G (gravity) sensor, an accel pedal sensor, a brake pressure sensor, a throttle position sensor, a stop lamp switch, etc.
In the prior-art vehicle running stabilizing system, however, since the vehicle motion is only predicted indirectly on the basis of signals detected by various sensors and switches, there exist various problems in that the number of sensors increases; arithmetic operations of sensor signals are complicated; and further the control operations are not reliable because the prior-art system cannot directly detect unstable vehicle motions such as vehicle rolling, pitching and yawing movements.
SUMMARY OF THE INVENTION
With these problems in mind, therefore, it is the primary object of the present invention to provide a vehicle running stabilizing system which can reliably stabilize vehicle motion on the basis of signals detected by a few simple sensors.
To achieve the above-mentioned object, a vehicle running stabilizing system for an automotive vehicle provided with suspensions each including a variable shock absorber, according to the present invention, comprises: (a) means for detecting vehicle speed; (b) means for detecting vehicle angular rate; (c) means, coupled to said vehicle speed detecting means and vehicle angular rate detecting means, for calculating at least one appropriate damping rate of at least one variable shock absorber on the basis of the detected vehicle speed and the detected vehicle angular rate; and (d) means, coupled to said calculating means, for actuating the at least one variable shock absorber on the basis of the calculated damping rate to stabilize vehicle running motion.
The vehicle angular rate detecting means comprises: (a) a first angular rate sensor disposed along an x-axis corresponding to vehicle running direction to detect vehicle rolling motion; (b) a second angular rate sensor disposed along a y-axis corresponding to vehicle width direction to detect vehicle pitching motion; and (c) a third angular rate sensor disposed along a z-axis corresponding to vehicle height direction to detect vehicle yawing motion.
In the stabilizing system of the present invention, since the unpreferable vehicle motions (rolling, pitching and yawing) can be detected directly by the three angular rate sensors, respectively, it is possible to simplify the necessary damping rate calculation operations and to improve the control reliability.
BRIEF DESCRIPTION OF THE DRAWINGS
The features and advantages of the vehicle running stabilizing system of the present invention will be more clearly appreciated from the following description taken in conjunction with the accompanying drawings: Fig.'l is a block diagram showing one embodiment of the vehicle running stabilizing system of the present invention;
Fig. 2 is a perspective view showing an arrangement of an angular rate sensor unit shown in Fig. 1;
Fig. 3A is a perspective view showing one of vibrational angular rate sensors incorporated in the system of the present invention;
Fig. 3B is an illustration showing the fundamental vibration distribution of the sensor when no external angular velocity is applied thereto;;
Fig. 3C is an illustration showing the fundamental vibration distribution of the sensor when an angular velocity is applied thereto;
Fig. 4 is a perspective view showing an example of the stabilizing system mounted on an automotive vehicle; and
Fig. 5 is a flowchart for assistance in explaining the operation of the arithmetic unit shown in Fig. 1.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
An embodiment of the vehicle running stabilizing system of the present invention will be described hereinbelow with reference to attached drawings.
In Fig. 1, the system comprises a vehicle speed sensor 1, an angular rate sensor unit 2, an arithmetic unit 3, four actuators 4, and four suspension shock absorbers.
The speed sensor 1 is of mechanical or electrical type, which can detect vehicle speed. The angular rate sensor unit 2 is made up of three angular rate sensors 2x, 2y and 2z each disposed along three orthogonal axes of x, y, z coordinates and housed within a single casing 2a, as shown in Fig. 2. The first angular rate sensor 2x is disposed along the x axis (vehicle running direction) to detect vehicle rolling motion; the second angular rate sensor 2y is disposed along the y axis (vehicle lateral direction) to detect vehicle pitching motion; and the third angular rate sensor 2z is disposed along the z axis (vehicle height direction) to detect vehicle yawing motion.
As the above three angular rate sensors, vibrational angular rate sensors are used, for instance. In this vibrational sensor, square pillar shaped vibrator is so supported as to be vibrated freely, and a displacement generated in the vibrator due to Coriolis force is transduced into electrical signals indicative of angular rates (velocity) applied thereto.
The vibrational angular rate sensor will be described in more detail with reference to the attached drawing. In
Fig. 3A, the vibrator (beam) B is supported by two pins P, and driven by two driving surfaces 5d (made of piezoelectric ceramic) and sensed by two sensing surfaces Ss (also made of piezoelectric ceramic). Further, in
Fig. 3A, Pd denotes a driving plane, P5 denotes a sensing plate, the hatched portion denotes a distribution of beam vibration, and w denotes an angular velocity applied to the sensor.
The sensor can detect an angular rate (velocity) w of rotation on the basis of Coriolis force. Therefore, an angle can be detected by integrating the angular velocity w as follows: g = J w dt.
The beam B vibrates in the fundamental transverse vibration mode of approximately 3.3 kHz, for instance. The support pins support the beam at nodal points of the fundamental beam vibration. When the rate sensor is rotated at the angular velocity w around the Z axis with the rate sensor vibrated in the X direction as shown in
Fig. 3B, a vibration in the Y direction is induced by a
Coriolis 'force due to rotation as shown in Fig. 3C.
Therefore, it is possible to detect the Coriolis force indicative of angular velocity as electric signals detected between the piezoelectric ceramic sensing surfaces P5.
The arithmetic unit 3 (microcomputer) receives a vehicle speed signal detected by the vehicle speed sensor 1 and vehicle angular rate signals detected by the angular rate sensor unit 2, and calculates appropriate damping rates of the shock absorbers in accordance with predetermined programs to generate actuator control signals.
The actuator 4 is driven in response to a control signal generated by the arithmetic unit 3 to change damping rate of a variable shock absorber 5 of a suspension. That is, the actuator 4 and the shock absorber 5 constitute an electric controlled suspension. In this suspension, the damping force of the suspension is adjusted by controllably opening/closing orifices of a shock absorber 1, through which a hydraulic liquid is passed, by the actuator 4 such as a dc motor, a solenoid, etc.
Fig. 4 shows an exemplary state where the vehicle speed sensor 1, the angular rate sensor unit 2 and the arithmetic unit 3 are mounted on an automotive vehicle. In
Fig. 4, the four actuators 4 are divided into two front actuators 4a for actuating two front shock absorbers 5a of the front suspension and two rear actuators 4b for actuating two rear shock absorbers 5b of the rear suspension.
In the stabilizing system as described above, the first angular rate sensor 2x detects vehicle rolling motion; the second angular rate sensor 2y detects vehicle pitching motion; and the third angular rate sensor 2z detects vehicle yawing motion. These three sensor signals detected by the three sensors 2x, 2y and 2z, respectively are supplied to the arithmetic unit 3. The arithmetic unit 3 calculates two actuator driving signals indicative of appropriate damping rates on the basis of these three angular rate signals and a speed signal detected by the sensors 1 and 2. The two calculated actuator driving signals are applied to the front shock absorber 5a and the rear shock absorber 5b, separately, to adjust the damping rates of the shock absorbers or to improve the steering stability.
For instance, when the vehicle runs along a sharp road corner or a winding road, since all the sensors 2x, 2y and 2z generates three angular rate signals, the front and rear actuators 5a and 5b actuate the shock absorbers 5a and 5b so as to increase the damping rate of the front -and rear shock absorbers 5a and 5b.
When the vehicle is accelerated sharply, since the second sensor 2y generates a first direction signal to increase the damping rate of the rear shock absorber 5b, so that antiscoot function is achieved.
When the vehicle is braked suddenly, since the second sensor 2y generates a second direction signal to increase the damping rate of the front shock absorber 5a, so that antidive function is achieved.
Fig. 5 shows a flowchart executed by the arithmetic unit 3 in accordance with a predetermined program. The program starts when an ignition switch is turned on, for instance, and initializes all the data (in step Sol) Control first reads digital sensor signals of the three angular rate sensors 2x, 2y, and 2z (three sensor signals are A-D converted through three converters (not shown) before supplied to the arithmetic unit 3) (in step S2).
Thereafter, control checks whether the vehicle speed is zero (in step S3). If YES, all the read sensor signal data are reset (in step S4j, returning to step S2 to read the updated sensor signal data again. If NO (in step S3) control c'alculates appropriate damping rates on the basis of the detected sensor signals (in step S5). The calculated damping rates are compared with predetermined values, respectively (in step S6). If the calculated damping rate values exceed predetermined values, control signal indicative of the calculated damping rates are applied to the actuators 4a and/or 4b (in step S7). If NO (in step S6), control returns to step 2.
In step Sg, control compares the levels of three angular rate sensor signals and determines which shock absorbers (front or rear) should be adjusted with respect to damping rate, that is, which function (antiscoot, antidive, and antiroll) should be emphasized. Further, the step S6 is not necessarily required, and it is also possible to apply control signals directly to the actuators 4a and 4b without comparison with predetermined values.
In the system according to the present invention, since the vehicle motions and the vehicle motion directions (e.g. rolling, pitching, yawing etc.) can be directly detected by a single angular rate sensor unit (three sensors), the antiroll, antiscoot and antidive functions can be achieved by a simplified system and simplified signal processings, so that it is possible to increase the reliability of the system as compared with the prior-art system. For instance, when a driver turns the steering handle in the direction opposite to that the vehicle runs along a sharp road corner; that is, even when the direction of the steering wheel rotational direction does not matches the vehicle turning movement, the angular rate sensors can reliably detect the true vehicle movement and the movement direction.
Claims (6)
1. A vehicle running stabilizing system for an automotive vehicle provided with suspensions each including a variable shock absorber, which comprises:
(a) means for detecting vehicle speed;
(b) means for detecting vehicle angular rate;
(c) means, coupled to said vehicle speed detecting means and vehicle angular rate detecting means, for calculating at least one appropriate damping rate of at least one variable shock absorber on the basis of ' the detected vehicle speed and the detected vehicle angular rate; and
(d) means, coupled to said calculating means, for actuating the at least one variable shock absorber on the basis of the calculated damping rate to stabilize vehicle running motion.
2. The vehicle running stabilizing system as set forth in claim 1, wherein said vehicle angular rate detecting means comprises:
(a) a first angular rate sensor disposed along an x-axis corresponding to vehicle running direction to detect vehicle rolling motion;
(b) a second angular rate sensor disposed along a y-axis corresponding to vehicle width direction to detect vehicle pitching motion; and
(c) a third angular rate sensor disposed along a z-axis corresponding to vehicle height direction to detect vehicle yawing motion.
3. The vehicle running stabilizing system as set forth in claim 1, wherein said actuating means comprises:
(a) ' front suspension actuating means for actuating two front variable shock absorbers of two front suspensions; and
(b) rear suspension actuating means for actuating two rear variable shock absorbers of two rear suspensions.
4. The vehicle running stabilizing system as set forth in claim 1, wherein said vehicle angular rate detecting means is a vibrational angular rate sensor.
5. A vehicle running stabilization system, substantially as hereinbefore described with reference to the accompanying drawings.
6. Any novel feature or combination of features described herein.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8805491A GB2215287B (en) | 1988-03-08 | 1988-03-08 | Vehicle running stabilizing system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8805491A GB2215287B (en) | 1988-03-08 | 1988-03-08 | Vehicle running stabilizing system |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB8805491D0 GB8805491D0 (en) | 1988-04-07 |
| GB2215287A true GB2215287A (en) | 1989-09-20 |
| GB2215287B GB2215287B (en) | 1992-08-12 |
Family
ID=10633041
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8805491A Expired - Fee Related GB2215287B (en) | 1988-03-08 | 1988-03-08 | Vehicle running stabilizing system |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2215287B (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0428096A1 (en) * | 1989-11-13 | 1991-05-22 | Matsushita Electric Industrial Co., Ltd. | Suspension control apparatus |
| EP0465849A2 (en) * | 1990-06-15 | 1992-01-15 | Matsushita Electric Industrial Co., Ltd. | Suspension control apparatus |
| GB2261491A (en) * | 1991-11-01 | 1993-05-19 | Atsugi Unisia Corp | Controlling the damping coefficients of vehicle shock absorbers |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0106697A1 (en) * | 1982-10-18 | 1984-04-25 | Mazda Motor Corporation | Vehicle suspension system |
| EP0133589A2 (en) * | 1983-08-15 | 1985-02-27 | Lonnie K. Woods | Computer optimized adaptive suspension system |
| US4506909A (en) * | 1981-12-28 | 1985-03-26 | Nippondenso Co., Ltd. | Shock absorber control system and method of controlling the same |
| GB2158018A (en) * | 1984-04-28 | 1985-11-06 | Mitsubishi Motors Corp | Vehicle suspension apparatus |
| EP0193744A1 (en) * | 1985-02-06 | 1986-09-10 | Toyota Jidosha Kabushiki Kaisha | Vehicle active suspension system incorporating acceleration detecting means |
| EP0215315A2 (en) * | 1985-09-14 | 1987-03-25 | Robert Bosch Gmbh | Suspension for vehicles |
| US4664409A (en) * | 1984-05-18 | 1987-05-12 | Nippondenso Co., Ltd. | Vehicle shock absorber control system |
| EP0221486A2 (en) * | 1985-10-26 | 1987-05-13 | Toyota Jidosha Kabushiki Kaisha | Shock absorber controller |
-
1988
- 1988-03-08 GB GB8805491A patent/GB2215287B/en not_active Expired - Fee Related
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4506909A (en) * | 1981-12-28 | 1985-03-26 | Nippondenso Co., Ltd. | Shock absorber control system and method of controlling the same |
| EP0106697A1 (en) * | 1982-10-18 | 1984-04-25 | Mazda Motor Corporation | Vehicle suspension system |
| EP0133589A2 (en) * | 1983-08-15 | 1985-02-27 | Lonnie K. Woods | Computer optimized adaptive suspension system |
| GB2158018A (en) * | 1984-04-28 | 1985-11-06 | Mitsubishi Motors Corp | Vehicle suspension apparatus |
| US4664409A (en) * | 1984-05-18 | 1987-05-12 | Nippondenso Co., Ltd. | Vehicle shock absorber control system |
| EP0193744A1 (en) * | 1985-02-06 | 1986-09-10 | Toyota Jidosha Kabushiki Kaisha | Vehicle active suspension system incorporating acceleration detecting means |
| EP0215315A2 (en) * | 1985-09-14 | 1987-03-25 | Robert Bosch Gmbh | Suspension for vehicles |
| EP0221486A2 (en) * | 1985-10-26 | 1987-05-13 | Toyota Jidosha Kabushiki Kaisha | Shock absorber controller |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0428096A1 (en) * | 1989-11-13 | 1991-05-22 | Matsushita Electric Industrial Co., Ltd. | Suspension control apparatus |
| US5127667A (en) * | 1989-11-13 | 1992-07-07 | Matsushita Electric Industrial Co., Ltd. | Suspension control apparatus |
| EP0465849A2 (en) * | 1990-06-15 | 1992-01-15 | Matsushita Electric Industrial Co., Ltd. | Suspension control apparatus |
| EP0465849A3 (en) * | 1990-06-15 | 1992-06-03 | Matsushita Electric Industrial Co., Ltd. | Suspension control apparatus |
| US5161816A (en) * | 1990-06-15 | 1992-11-10 | Matsushita Electric Industrial Co., Ltd. | Suspension control apparatus |
| GB2261491A (en) * | 1991-11-01 | 1993-05-19 | Atsugi Unisia Corp | Controlling the damping coefficients of vehicle shock absorbers |
| US5398184A (en) * | 1991-11-01 | 1995-03-14 | Atsugi Unisia Corp. | Apparatus for controlling damping coefficient of vehicular shock absorber |
| GB2261491B (en) * | 1991-11-01 | 1996-02-28 | Atsugi Unisia Corp | Apparatus for controlling damping coefficient of vehicular shock absorber |
Also Published As
| Publication number | Publication date |
|---|---|
| GB8805491D0 (en) | 1988-04-07 |
| GB2215287B (en) | 1992-08-12 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 20060308 |