WO1994012360A2 - Dispositif de suspension et systeme de commande associe - Google Patents

Dispositif de suspension et systeme de commande associe Download PDF

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Publication number
WO1994012360A2
WO1994012360A2 PCT/GB1993/002470 GB9302470W WO9412360A2 WO 1994012360 A2 WO1994012360 A2 WO 1994012360A2 GB 9302470 W GB9302470 W GB 9302470W WO 9412360 A2 WO9412360 A2 WO 9412360A2
Authority
WO
WIPO (PCT)
Prior art keywords
volume
duct
suspension unit
flow
spring
Prior art date
Application number
PCT/GB1993/002470
Other languages
English (en)
Other versions
WO1994012360A3 (fr
Inventor
Charan Nelms
Original Assignee
Keyse, Robert, James
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 Keyse, Robert, James filed Critical Keyse, Robert, James
Priority to EP94900954A priority Critical patent/EP0669880A1/fr
Priority to AU55718/94A priority patent/AU5571894A/en
Publication of WO1994012360A2 publication Critical patent/WO1994012360A2/fr
Publication of WO1994012360A3 publication Critical patent/WO1994012360A3/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • B60G15/062—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the spring being arranged around the damper
    • 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
    • F16F1/00—Springs
    • F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
    • F16F1/04—Wound springs
    • F16F1/12—Attachments or mountings
    • 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
    • F16F9/32—Details
    • F16F9/44—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction
    • 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

Definitions

  • This invention relates to a vehicle suspension unit and to its control.
  • a suspension unit for a ground engaging wheel of a land vehicle is concerned with a suspension unit for a ground engaging wheel of a land vehicle.
  • a conventional suspension unit is made up of a combination in parallel of a coil spring and a shock absorber connected between the vehicle and the wheel.
  • the shock absorber part of the combination serves to dampen oscillation of the spring part caused by vertical motion of a wheel relative to the vehicle.
  • a suspension unit comprising a combination made up of a compression spring and a shock absorber, the shock absorber comprising a piston and a cylinder mounted in parallel with the spring to provide for damping motion of the spring relative to an axis of the combination; the spring being located at or near one end on an anchorage on the cylinder and at or near the other end to the one end to a mounting point on the piston; the piston serving to define a first and a second working volumes of variable size in the cylinder the volumes being on opposite sides of the piston; characterised by:
  • an adjustable bump flow control means (109, 111, HIS, 111 A, 11 IB) located between the first duct (108) and the control volume (110) providing for the regulation of flow (B) between the first duct (108) and the control volume (110);
  • an adjustable rebound flow control means (121, 122, 122S, 122A, 122B) located between the second duct (102) and the control volume (110) providing for the regulation of flow (R) between the second duct (120) and the control volume (110).
  • the suspension unit is characterised in that the flow control means (Figure 1: 109, 111, HIS, 111A, 111B; 121, 122, 122S, 122A, 122B) are operable manually.
  • the flow control means Figure 1: 109, 111, HIS, 111A, 111B; 121, 122, 122S, 122A, 122B
  • the suspension unit is characterised in that the flow control means are operable by way of remotely located digital or analogue controlled devices ( Figure 3).
  • the suspension unit is characterised in that the first flow control means (Figure 1: 109, 111, 11 IS, 111 A, 11 IB) provides at least two flow paths (111, 115, 116) in parallel between the first duct (108) and the control volume (110); and the second flow control means ( Figure 1: 121, 122, 122S, 122A, 122B) provides at least two flow paths (122, 126, 127) in parallel between the first duct (108) and the control volume (110).
  • the first flow control means Figure 1: 109, 111, 11 IS, 111 A, 11 IB
  • the second flow control means Figure 1: 121, 122, 122S, 122A, 122B
  • the suspension unit is characterised by separate means (109, 111, 111S, 111A, 111B: 121, 122, 122S, 122A, 122B) for independent control of bump and rebound characteristics.
  • the suspension unit is characterised in that the means for adjusting the bump and rebound controllers are solenoid operated valves capable of stepped operation.
  • the suspension unit is characterised in that the anchorage (210) on the cylinder (204) comprises a first part (212) rigidly connected to the shock absorber (201) to define an annular gap (213) coaxially with the shock absorber (201); and a second part (215, 214) serving to locate the one end (231) of the spring (232); the second part (215, 214) being slidably associated with the first (212) to enclose the gap (213) so as to provided thereby a hydraulically pressurisible and variable size working volume (218); and a hydraulic pressurising unit (220) coupled to the working volume (218) to provide for the regulation of hydraulic pressure therein.
  • the anchorage (210) on the cylinder (204) comprises a first part (212) rigidly connected to the shock absorber (201) to define an annular gap (213) coaxially with the shock absorber (201); and a second part (215, 214) serving to locate the one end (231) of the spring (232); the second part (215, 214) being slidably associated
  • the suspension unit is characterised by a pressure transducer (214) communicating with the working volume (218) and coupled to a processor (247, K) adapted to provide for regulation of the ride height of the suspension unit.
  • a wheeled motor vehicle characterised by at least one ground engagable wheel mounted on the vehicle by way of a suspension unit according to any preceding version of the present invention.
  • Figure 1 is a diagrammatic sectional view of components of a first embodiment
  • Figure 2 is a diagrammatic sectional view of components of a second embodiment
  • Figure 3 is a view of a third embodiment amounting to an elaborated version of that described in connection with Figure 2.
  • Figure 1 shows a suspension unit with manual regulation made up of a shock absorber /spring 100 and a flow /pressure control unit 101.
  • the shock absorber is made up of a tube 102 in which a piston 103 is mounted for reciprocation on a connecting rod 104.
  • the cylinder 102 is equipped with upper end closure 105 and lower end closure 106.
  • Upper end closure 105 is equipped with a hydraulic seal 107 to provided for the ready reciprocation of rod 104 relative to the tube 102.
  • First volume VI beneath the piston 103 communicates by way of duct 108 and manifold 109 with interior volume 110 of control unit 101.
  • the manifold 109 contains a spring loaded variable damping main valve 111 loaded by resilient conical washers HIS whereby the flow of hydraulic fluid in the direction of arrow B can be regulated.
  • the setting of the valve 111 is adjustable by way of drive shaft 111 A and finger wheel 11 IB.
  • Arrow B is one of a number of arrows identified by dots on the stem ends which show the direction of flow of hydraulic oil through the unit during a bump where the connecting rod 104 travels downwardly as viewed in Figure 1.
  • arrows R (having a plain stem termination) show the flow of hydraulic oil through the unit during rebound when the connecting rod 104 travels upwardly as viewed in Figure 1.
  • the manifold 109 also contains a non-return valve 112 so that any overpressure in the manifold 109 as against the pressure in the volume 110 results in the valve 112 acting to vent the over pressure into the volume 110.
  • the blow off setting of the valve 112 is established by way of drive shaft 113 and finger wheel 114.
  • a spring loaded blow off valve 115 serves to provide for venting of overpressure arising in the volume 110 as against pressure in duct 109.
  • An adjustable bleed valve 116 is provided to enable a permanent bleed path to be established from volume 110 into the first duct 108.
  • the valve 116 is adjustable by way of drive shaft 117 and finger wheel 118.
  • Second volume V2 above the piston 103 communicates by way of duct 120 and manifold 121 with interior volume 110 of control unit 101.
  • the manifold 121 contains a spring loaded variable damping main valve 122 loaded by resilient conical washers 122S whereby the flow of hydraulic fluid in the direction of arrow R can be regulated.
  • the setting of the valve 122 is adjustable by way of drive shaft 122A and finger wheel 122B.
  • the manifold 121 In addition to the main valve 122 the manifold 121 also contains a non-return valve 123 so that any overpressure in the manifold 121 as against the pressure in the volume 110 results in the valve 123 acting to vent the overpressure into the volume 110.
  • the blow off setting of the valve 123 is established by way of drive shaft 124 and finger wheel 125.
  • a spring loaded blow off valve 126 serves to provide for venting of overpressure arising in the volume 110 as against pressure in duct 120.
  • An adjustable bleed valve 127 is provided to enable a permanent bleed path to be established from volume 110 into the second duct 120.
  • the valve 127 is adjustable by way of drive shaft 128 and finger wheel 129.
  • the interior volume 110 is separated by a diaphragm 130 from a gas pressurisible volume 131.
  • a pressurised gas such as nitrogen is supplied to the volume 131 by way of an inlet port 132 to provide a sufficient pressure reservoir to maintain the required range of fluid pressure in the volume 110 during operation of the suspension unit.
  • a given interior volume 110 of a control unit 101 can be used to regulate the pressure of more than one suspension unit where they are subject to similar bump and rebound cycles such as on the rear suspension of a motor bike with twin suspension arms each governed by a single suspension unit rather than a single cantilever with a single unit.
  • the working hydraulic fluid and the containment for it provided by the shock absorber tube 102, the ducts 108, 120 and volume 110 serves as an effective heat dissipator so that even under a lengthy period of sustained operation the suspension unit is not subject to excessive temperature rise. If necessary additional heat dissipating means such as fins can be provided on the control unit 101 in the region of volume 110 and on the body of the tube 102.
  • volume VI' communicates by way of duct 108' and manifold 109' with interior volume 11C of control unit 101'.
  • the manifold 109 7 contains a spring loaded variable flow valve 111' whereby the flow of hydraulic fluid in the direction of arrow B can be regulated.
  • the operation of the variable flow valve 111' is by way of a variable digital solenoid device 140 acting on the valve 111 by way of coupling 141.
  • the solenoid device 140 is regulated by way of the data processor D to which it is connected by conductors 142.
  • the manifold 109 * also contains a non-return valve 112' so that any overpressure in the manifold as against the pressure in the volume 110 results in the valve 112' acting to vent the over pressure into the volume 110.
  • the setting of the valve 112' can be adjusted manually by way of drive shaft 117'. However this valve can also be regulated by way of a solenoid regulated by processor D.
  • Volume V2' communicates by way of duct 120 7 and manifold 121' with interior volume 1 C of control unit 101'.
  • the manifold 121' contains a valve 122' whereby the flow of hydraulic fluid in the direction of arrow R can be regulated.
  • the operation of the valve 122' is by way of a variable digital solenoid device 150 acting on the valve 122' by way of coupling 151.
  • the solenoid device 150 is regulated by way of the data processor D by way of conductors 152.
  • the manifold 121' also contains a non-return valve 123' so that any overpressure in the manifold 121' as against the pressure in the volume lW results in the valve 123' acting to vent the over pressure into the volume 110.
  • the setting of the valve 123' can be adjusted by way of drive shaft 127'. However this valve 123'can also be regulated by way of a solenoid operated by processor D.
  • blow off valve 126' is provided to provided for venting of hydraulic overpressure arising in the volume 110.
  • the interior volume HO 7 is separated by a diaphragm 130 7 from a gas pressurisible volume 131'.
  • a pressurised gas such as nitrogen is supplied to the volume 131' by way of an inlet port 132' to provide a sufficient pressure reservoir to maintain the required range of fluid pressure in the volume 110 during operation of the suspension unit.
  • a display panel P is located for viewing by a driver of a vehicle to which the suspension units of this embodiment are fitted.
  • the panel P receives signals processor D and includes displays and controls to provide for the regulation of the various valves and control units and to evaluate the results of the settings chosen for those active parts of the suspension.
  • the interpretation of the information displayed on the panel D provides for the set up of vehicle suspension to be optimised for a given usage.
  • Shock absorber 201 is made up of an inner tube 202 in which piston 203 slides and an outer tube 204. This serves to define an annular volume 205.
  • Volume V2 located above piston 203 now includes not only the upper volume in inner tube 202 but also that in annular volume 205 the two volumes being linked by a port 207'.
  • Duct 207 links the lower part of the annular volume 205 to the control unit C.
  • the control unit C and the joining ducts 206, 207 function as described in relation to Figure 2 and in particular digital processor K and display panel L correspond to processor D and panel P and are similar in operation.
  • the outer tube 204 has mounted on its outer side an anchorage 210 in two parts.
  • the first part is an annular ring 212 brazed to the wall of tube 204.
  • the ring 212 contains an annular slot 213 which receives an annular piston 214 on collar 215 equipped with O-rings 216, 217 to provide an annular volume 218 of variable size.
  • Collar 215 has an upwardly projecting shoulder 230 on which is seated lower end 231 of a compression spring 232.
  • Upper end 233 of the compression spring 232 is located by means of a plate 234 which is secured to the upper end of thrust rod 235 in the vicinity of mounting ring 236.
  • a pipe 236' links the annular volume 218 to a pre-pressurising unit 220.
  • the pipe 236' opens into working volume 237 of body 238 of the pre-pressurising unit 220.
  • the size of the volume 237 can be varied by way of a piston 239 which can be driven in or out by rotating handle 240 in threaded engagement with the body 238.
  • a pressure transducer 241 is mounted in working volume 218 and serves to sense the hydraulic pressure and if required the rate of change of hydraulic pressure in the volume 218.
  • the output of the transducer 241 is fed to the processor 247.
  • the output of the module 247 is fed to data processor K by lead LI.
  • By rotating the handle 240 the volume of, and so the pressure in, the volume 237 is varied to establish the vertical position of the annular piston 214 and so the degree of spring compression and so the ride height of the vehicle.
  • the dynamic performance of the suspension can be evaluated by the values of the transducer outputs but also by functions thereof which can be readily processed by the processor K for display on the operating panel L.
  • the display panel L in addition to display units includes controls operable by a driver of the vehicle. In particular can be adjusted in response to information shown on the display to establish a ride height for the vehicle by suitable adjustment of the operating length of the spring 232. Further controls provide for the setting of the valves so that the desired bump and rebound characteristics of the suspension are achieved.
  • suspension units according to the present invention incorporated in each wheel of the suspensions of a two or four wheeled road vehicle the ride of the vehicle can be closely and readily controlled typically whilst the vehicle is in use.
  • This is particularly advantageous for a vehicle which is to be driven over a variety of surface conditions such as a rally car or any vehicle where it is necessary to set the vehicle up for one of a number of different driving surfaces.
  • the ability to readily check the behaviour of the system while in use and where necessary introduce changes without needing to dismantle components prior to adjustment is a particular benefit.
  • the widespread availability of digital transducers which can be located appropriately in the system means that data processing can be readily used to record and /or check the behaviour of the system under any operating conditions. This is achieved readily.
  • the embodiments make it possible to utilise digital processors and transducers which are readily obtainable and provide for the ready handling at any feasible required speed of information acquired with the vehicle in motion.
  • the use of a processor controlled system enables a single processor to be used for more than one suspension unit and for a display panel to provided controls which can supply adjustments to more than one such unit.
  • control could incorporate features preventing dangerous configurations being adopted for a set of units or at least provide a warning in an event such a configuration is selected.
  • the described embodiments readily provide for an output to be displayed giving an indication of the degeneration or failure of a unit.

Abstract

Dispositif de suspension réalisé grâce à la combinaison d'un ressort compressif (99) et d'un amortisseur (100), l'amortisseur comprenant un piston (103) et un cylindre (102) montés en parallèle avec le ressort de façon à en amortir le mouvement du ressort par rapport à un axe commun. Le ressort est fixé, au niveau de l'une de ses extrémités, à un point d'ancrage situé sur le cylindre et au niveau de l'autre extrémité à un point de fixation situé sur le piston. Le piston sépare un premier et un deuxième volume de travail (V1, V2) de dimension variable à l'intérieur du cylindre, chaque volume étant situé sur l'un des côtés opposés du piston. L'invention est caractérisée par: une première canalisation (108) reliant le premier volume de travail (V1) à un volume de commande (110); un moyen de commande réglable du débit d'amortissement en compression (109, 111, 111S, 111A, 111B) placé entre la première canalisation (108) et le volume de commande (110) permettant de réguler le débit (B) entre ladite première canalisation (108) et ledit volume de commande (110); une deuxième canalisation (120) reliant le volume de commande (110) au deuxième volume (V2); un moyen de commande réglable du débit d'amortissement en extension (121, 122, 122S, 122A, 122B) placé entre la deuxième canalisation (126) et le volume de commande (110) permettant de réguler le débit (R) entre ladite deuxième canalisation (120) et ledit volume de commande (110). Les moyens de commande sont de préférence manuels ou contrôlés à distance par des dispositifs à commande numérique ou analogique (140, 150).
PCT/GB1993/002470 1992-11-30 1993-11-30 Dispositif de suspension et systeme de commande associe WO1994012360A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP94900954A EP0669880A1 (fr) 1992-11-30 1993-11-30 Dispositif de suspension et systeme de commande associe
AU55718/94A AU5571894A (en) 1992-11-30 1993-11-30 Suspension unit and control thereof

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB929225018A GB9225018D0 (en) 1992-11-30 1992-11-30 Shock absorber
GB9225018.2 1992-11-30

Publications (2)

Publication Number Publication Date
WO1994012360A2 true WO1994012360A2 (fr) 1994-06-09
WO1994012360A3 WO1994012360A3 (fr) 1994-09-01

Family

ID=10725878

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1993/002470 WO1994012360A2 (fr) 1992-11-30 1993-11-30 Dispositif de suspension et systeme de commande associe

Country Status (4)

Country Link
EP (1) EP0669880A1 (fr)
AU (1) AU5571894A (fr)
GB (1) GB9225018D0 (fr)
WO (1) WO1994012360A2 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998003361A1 (fr) * 1996-07-24 1998-01-29 Societe Donerre Amortisseur S.A.R.L. Systeme amortisseur a huile
EP0715091A3 (fr) * 1994-12-03 1998-04-08 FICHTEL & SACHS AG Amortisseur de vibrations réglable
EP1106403A3 (fr) * 1994-12-03 2001-07-04 Mannesmann Sachs Aktiengesellschaft Amortisseur de vibrations réglable
FR2825767A1 (fr) * 2001-06-12 2002-12-13 Realisation Dev Concept Amortisseur hydraulique polyvalent pour vehicule
WO2008079093A1 (fr) * 2006-12-26 2008-07-03 öHLINS RACING AB Procédé d'ajustement de caractéristiques d'amortissement dans un amortisseur
DE10062999C5 (de) * 2000-12-16 2009-05-28 Thyssenkrupp Bilstein Suspension Gmbh Regelbarer Schwingungsdämpfer mit einer Dämpfungskraftsteuerung

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2242990A1 (de) * 1972-09-01 1974-03-07 Fichtel & Sachs Ag Einstellbares stossdaempferventil, insbesondere fuer abstimmversuche an fahrzeugen
FR2403223A1 (fr) * 1977-09-16 1979-04-13 Andreoli Angelo Groupe oleopneumodynamique pour suspensions elastiques des motocycles, particulierement des motocycles destines aux competitions sportives de motocross et similaires
JPS59149806A (ja) * 1983-02-15 1984-08-27 Showa Mfg Co Ltd 油圧緩衝器の車高調整装置
EP0122575A2 (fr) * 1983-04-11 1984-10-24 F & O Electronic Systems GmbH Amortisseur autorégulateur à un ou deux tubes, en particulier pour véhicules à moteur
FR2562844A1 (fr) * 1984-04-14 1985-10-18 Bosch Gmbh Robert Dispositif de commande de la durete de la suspension d'un vehicule
EP0197317A2 (fr) * 1985-04-12 1986-10-15 Robert Bosch Gmbh Système pour commander la raideur des ressorts, en particulier pour des suspensions de roues pour véhicules
EP0243613A1 (fr) * 1986-04-02 1987-11-04 Robert Bosch Gmbh Dispositif pour l'amortissement de mouvements
EP0355357A2 (fr) * 1988-08-13 1990-02-28 Robert Bosch Gmbh Dispositif pour l'amortissement de systèmes de suspensions élastiques de roue pour véhicules
JPH0469424A (ja) * 1990-07-09 1992-03-04 Nissan Motor Co Ltd ショックアブソーバ

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2242990A1 (de) * 1972-09-01 1974-03-07 Fichtel & Sachs Ag Einstellbares stossdaempferventil, insbesondere fuer abstimmversuche an fahrzeugen
FR2403223A1 (fr) * 1977-09-16 1979-04-13 Andreoli Angelo Groupe oleopneumodynamique pour suspensions elastiques des motocycles, particulierement des motocycles destines aux competitions sportives de motocross et similaires
JPS59149806A (ja) * 1983-02-15 1984-08-27 Showa Mfg Co Ltd 油圧緩衝器の車高調整装置
EP0122575A2 (fr) * 1983-04-11 1984-10-24 F & O Electronic Systems GmbH Amortisseur autorégulateur à un ou deux tubes, en particulier pour véhicules à moteur
FR2562844A1 (fr) * 1984-04-14 1985-10-18 Bosch Gmbh Robert Dispositif de commande de la durete de la suspension d'un vehicule
EP0197317A2 (fr) * 1985-04-12 1986-10-15 Robert Bosch Gmbh Système pour commander la raideur des ressorts, en particulier pour des suspensions de roues pour véhicules
EP0243613A1 (fr) * 1986-04-02 1987-11-04 Robert Bosch Gmbh Dispositif pour l'amortissement de mouvements
EP0355357A2 (fr) * 1988-08-13 1990-02-28 Robert Bosch Gmbh Dispositif pour l'amortissement de systèmes de suspensions élastiques de roue pour véhicules
JPH0469424A (ja) * 1990-07-09 1992-03-04 Nissan Motor Co Ltd ショックアブソーバ

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* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 16, no. 278 (M-1268) 22 June 1992 & JP,A,04 069 424 (NISSAN) 4 March 1992 *
PATENT ABSTRACTS OF JAPAN vol. 8, no. 280 (M-347) 21 December 1984 & JP,A,59 149 806 (SHIYOUWA) 27 August 1984 *

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0715091A3 (fr) * 1994-12-03 1998-04-08 FICHTEL & SACHS AG Amortisseur de vibrations réglable
US5788030A (en) * 1994-12-03 1998-08-04 Fichtel & Sachs Ag Vibration damper with adjustable damping force
EP1106403A3 (fr) * 1994-12-03 2001-07-04 Mannesmann Sachs Aktiengesellschaft Amortisseur de vibrations réglable
WO1998003361A1 (fr) * 1996-07-24 1998-01-29 Societe Donerre Amortisseur S.A.R.L. Systeme amortisseur a huile
FR2751713A1 (fr) * 1996-07-24 1998-01-30 Donerre Amortisseur Soc Systeme amortisseur a huile
US6213263B1 (en) 1996-07-24 2001-04-10 Donerre Amortisseur Oil damper system
DE10062999C5 (de) * 2000-12-16 2009-05-28 Thyssenkrupp Bilstein Suspension Gmbh Regelbarer Schwingungsdämpfer mit einer Dämpfungskraftsteuerung
FR2825767A1 (fr) * 2001-06-12 2002-12-13 Realisation Dev Concept Amortisseur hydraulique polyvalent pour vehicule
WO2002101261A1 (fr) * 2001-06-12 2002-12-19 Realisation Et Developpement Concept Amortisseur hydraulique polyvalent pour vehicule.
AU2002324093B2 (en) * 2001-06-12 2006-11-23 Realisation Et Developpement Concept Multipurpose hydraulic shock absorber for vehicle
AU2002324093B8 (en) * 2001-06-12 2006-11-30 Realisation Et Developpement Concept Multipurpose hydraulic shock absorber for vehicle
WO2008079093A1 (fr) * 2006-12-26 2008-07-03 öHLINS RACING AB Procédé d'ajustement de caractéristiques d'amortissement dans un amortisseur

Also Published As

Publication number Publication date
AU5571894A (en) 1994-06-22
EP0669880A1 (fr) 1995-09-06
GB9225018D0 (en) 1993-01-20
WO1994012360A3 (fr) 1994-09-01

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