JP2595694B2 - Vehicle suspension control device - Google Patents
Vehicle suspension control deviceInfo
- Publication number
- JP2595694B2 JP2595694B2 JP63283978A JP28397888A JP2595694B2 JP 2595694 B2 JP2595694 B2 JP 2595694B2 JP 63283978 A JP63283978 A JP 63283978A JP 28397888 A JP28397888 A JP 28397888A JP 2595694 B2 JP2595694 B2 JP 2595694B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle speed
- vehicle
- state
- suspension
- interval time
- 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.)
- Expired - Lifetime
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
-
- 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
-
- 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
- B60G2400/90—Other conditions or factors
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は車両のサスペンション装置を交通渋滞に応じ
制御する装置に関するものである。Description: TECHNICAL FIELD The present invention relates to an apparatus for controlling a suspension device of a vehicle according to traffic congestion.
（従来の技術） サスペンション装置は車輪を車体に弾支し、路面から
の衝撃が車体に伝わりにくくするのに用いるが、サスペ
ンション特性（ばね定数や振動減衰特性）が常時同じで
は、種々変化する走行条件に常時マッチしたものである
筈はない。(Prior art) A suspension device is used to support wheels on a vehicle body to make it difficult for an impact from a road surface to be transmitted to the vehicle body. However, if the suspension characteristics (spring constant and vibration damping characteristics) are always the same, various changes in running are performed. There is no guarantee that it will always match the conditions.
そこで、従来「ニッサンサービス周報」第578号及び
同第516号に記載された「電子制御エアサスペンショ
ン」及び「スーパーソニックサスペンション」の商品名
で実用中のサスペンション装置に見られる如く、サスペ
ンション特性を停車時硬くして乗降車時の車体揺れや自
動変速機のセレクトショックを低減したり、急加減速時
硬くして車体姿勢変化や揺り戻しを少なくする技術が提
案された。Therefore, the suspension characteristics have been stopped as seen in the suspension devices currently in use under the brand names of "electronically controlled air suspension" and "supersonic suspension" described in "Nissan Service Bulletin" Nos. 578 and 516. Techniques have been proposed to reduce stiffness when the vehicle gets on and off and reduce the select shock of the automatic transmission, and to reduce stiffness during sudden acceleration and deceleration to reduce changes in body posture and swing back.
（発明が解決しようとする課題） しかして、交通渋滞中は低車速で小さな加減速を繰り
返す運転を行うため、上記従来のサスペンション制御技
術による制御対象外である。よってこの技術では交通渋
滞中サスペンション装置を軟い状態にすることとなり、
小さな加減速の度に車体が比較的大きく揺れ、乗員に不
快感を与える。(Problems to be Solved by the Invention) However, during traffic congestion, since the vehicle repeatedly performs small acceleration and deceleration at low vehicle speed, it is not controlled by the above-mentioned conventional suspension control technology. Therefore, this technology will make the suspension device soft during traffic jams,
Each time the vehicle accelerates or decelerates slightly, the vehicle body shakes relatively greatly, giving the occupants a discomfort.
本発明は、交通渋滞中は低速走行中であることとも相
俟って路面の凹凸にともなう車体への衝撃が小さく、サ
スペンション装置を軟くする必要がないことから、交通
渋滞中はサスペンション装置を硬くして上述の問題を解
消することを目的とする。The present invention reduces the impact on the vehicle body due to unevenness of the road surface due to the fact that the vehicle is traveling at low speed during traffic congestion, and it is not necessary to soften the suspension device. It is intended to be hard and to solve the above-mentioned problem.
（課題を解決するための手段） この目的のため本発明サスペンション制御装置は第１
図に概念を示す如く、サスペンション装置により車輪を
車体に弾支し、車輪駆動系にトルクコンバータを具えた
車両において、 該トルクコンバータの伝動状態から微小アクセル状態
での走行中を検出する微小アクセル走行検知手段と、 この手段により微小アクセル状態での走行中が検知さ
れなくなってから、次に微小アクセル状態での走行中が
検知されるまでのインターバル時間を計測するインター
バル時間計測手段と、 この計測したインターバル時間が設定時間未満である
時をもって交通が渋滞中であると判別する渋滞判別手段
と、 車速が設定車速未満の低車速であるのを検知する停車
速検知手段と、 前記渋滞判別手段が交通渋滞中を判別し、且つ、前記
低車速検知手段が低車速を検知する間、前記サスペンシ
ョン装置を硬い状態に保持するサスペンション制御手段
とを設けてなることを特徴とするものである。(Means for Solving the Problems) For this purpose, the suspension control device according to the present invention has a first
As shown in the figure, in a vehicle in which a wheel is supported on a vehicle body by a suspension device and a torque converter is provided in a wheel drive system, a minute accelerator running detecting a running state in a minute accelerator state from a transmission state of the torque converter. Detecting means; and interval time measuring means for measuring an interval time from when the traveling in the minute accelerator state is no longer detected by the means to when the traveling in the minute accelerator state is detected next, and Congestion determining means for determining that traffic is congested when the interval time is less than the set time; stopping speed detecting means for detecting that the vehicle speed is lower than the set speed; and The suspension device is maintained in a hard state while traffic jam is determined and the low vehicle speed detecting means detects a low vehicle speed. And it is characterized in that formed by providing a suspension control unit for.
（作 用） 車両の走行中サスペンション装置は、路面から車輪に
伝わる振動を吸収して車体への振動入力を減ずる。ここ
で、微小アクセル走行検知手段はトルクコンバータの伝
動状態から微小アクセル状態での走行中を検知し、イン
ターバル時間計測手段は、かかる微小アクセル状態での
走行中が検知されなくなってから、次に微小アクセル状
態での走行中が検知されるまでのインターバル時間を計
測し、渋滞判別手段は、この計測したインターバル時間
が設定時間未満である時をもって交通が渋滞中であると
判別する。(Operation) While the vehicle is running, the suspension device absorbs the vibration transmitted from the road surface to the wheels and reduces the vibration input to the vehicle body. Here, the minute accelerator travel detecting means detects the traveling in the minute accelerator state from the transmission state of the torque converter, and the interval time measuring means determines that the traveling in the minute accelerator state is no longer detected. An interval time until it is detected that the vehicle is traveling in the accelerator state is measured, and the congestion determining means determines that the traffic is congested when the measured interval time is less than the set time.
そしてサスペンション制御手段は、上記渋滞判別手段
が交通渋滞中を判別し、且つ、低車速検知手段により設
定車速未満の低車速であることが検知される間、サスペ
ンション装置を硬い状態に保持する。Then, the suspension control means keeps the suspension device in a hard state while the traffic congestion discriminating means discriminates during traffic congestion and the low vehicle speed detecting means detects that the vehicle speed is lower than the set vehicle speed.
よって、交通渋滞中小さな加減速を繰返しても、その
度に車体が繰返し大きく揺れるようなことがなくなる。
なお、この間サスペンション装置が硬くされていても、
路面からの凹凸にともなう衝撃は低車速故もともと小さ
いため、衝撃吸収能力の低下が問題になることはない。Therefore, even if a small acceleration / deceleration is repeated during a traffic jam, the vehicle body does not repeatedly shake greatly each time.
During this time, even if the suspension device is hardened,
Since the impact due to the unevenness from the road surface is originally small due to the low vehicle speed, a decrease in the impact absorbing ability does not pose a problem.
ところで、交通渋滞の判別に際し上記のごとく、トル
クコンバータの伝動状態から微小アクセル状態での走行
中か否かを検知し、かかる微小アクセル状態での走行中
が検知されなくなってから、次に微小アクセル状態での
走行中が検知されるまでのインターバル時間が設定時間
未満である時をもって交通渋滞と判別するから、交通渋
滞を車速のみから判別する場合に較べて、判別精度が高
く、上記の作用効果を確実なものにすることができる。By the way, when judging the traffic congestion, as described above, it is detected from the transmission state of the torque converter whether or not the vehicle is traveling in the minute accelerator state. Since the traffic jam is determined when the interval time until the traveling in the state is detected is less than the set time, the accuracy of the determination is higher than in the case where the traffic jam is determined only from the vehicle speed, and the above-described operational effects are obtained. Can be assured.
また、サスペンション装置を硬い状態に保持する条件
として、車速が設定車速未満の低車速であることを条件
に付加したから、交通渋滞中でも車速が上記設定車速以
上である時は、サスペンション装置の制御が通常の制御
に戻されることとなり、交通渋滞中でも当該車速域で要
求される路面の凹凸に伴う衝撃の緩和や、加減速に伴う
車体姿勢の変化を防止する機能が得られなくなるという
弊害を回避することができる。In addition, as a condition for maintaining the suspension device in a hard state, a condition that the vehicle speed is a low vehicle speed less than the set vehicle speed is added, so that the control of the suspension device is performed even when the vehicle speed is equal to or higher than the set vehicle speed even in a traffic jam. The control is returned to the normal control, thereby avoiding the adverse effect that the function of preventing the change of the vehicle body posture due to the unevenness of the road surface required in the vehicle speed range and the change of the vehicle body posture due to the acceleration / deceleration cannot be obtained even during the traffic congestion. be able to.
（実施例） 以下、本発明の実施例を図面に基き詳細に説明する。(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.
第２図は本発明サスペンション制御装置の一実施例
で、１は前輪、２は後輪を夫々示す。これら車輪1,2は
夫々サスペンション装置3,4により車体５に弾支し、路
面からの衝撃がそのまま車体に入力されることのないよ
うに緩和する。６はエンジン、７は変速機で、変速機７
はエンジン動力をプロペラシャフト８及びディファレン
シャルギヤ９を介して後輪２に伝達して車両を走行させ
るものとする。FIG. 2 shows an embodiment of the suspension control device of the present invention, wherein 1 indicates a front wheel, and 2 indicates a rear wheel. These wheels 1 and 2 are supported on the vehicle body 5 by the suspension devices 3 and 4, respectively, so as to relieve the impact from the road surface from being directly input to the vehicle body. Reference numeral 6 denotes an engine, 7 denotes a transmission, and a transmission 7
Is to transmit the engine power to the rear wheels 2 via the propeller shaft 8 and the differential gear 9 to drive the vehicle.
本例においては、サスペンション装置3,4を本発明が
目的とするよう制御するために、マイクロコンピュータ
を可とするサスペンション制御回路10を設ける。この回
路10には、エンジン６及び変速機７間を駆動結合するト
ルクコンバータ（図示せず）の入力回転数NI及び出力回
転数NTを夫々検出する入力回転センサ11及び出力回転セ
ンサ12からの信号を入力する他、車速Ｖを検出する車速
センサ13からの信号を入力する。In this example, a suspension control circuit 10 that enables a microcomputer is provided in order to control the suspension devices 3 and 4 so that the present invention aims. The circuit 10, the input rotation sensor 11 and output rotation sensor 12 respectively detect the input speed N I and the output speed N T of the torque converter for driving coupling between engine 6 and transmission 7 (not shown) And a signal from a vehicle speed sensor 13 for detecting the vehicle speed V.
サスペンション制御回路10はこれら入力情報を基に第
３図の制御プログラムを実行してサスペンション装置3,
4を以下の如くに制御する。第３図の制御プログラムに
おいては、先ずステップ21でトルクコンバータの速度比
ｅを演算する。トルクコンバータはこの速度比ｅに関
し、入出力トルクTI,TTの比で表わされるトルク比ｔ及
び効率 が夫々例えば第４図の如くに変化する性能曲線を持ち、
ｅ＝０が停車時を、又０＜ｅ＜eS（eSは微小設定値）が
アクセルペダルの微小踏込み状態を示す。The suspension control circuit 10 executes the control program shown in FIG.
4 is controlled as follows. In the control program of FIG. 3, first, at step 21, the speed ratio e of the torque converter is calculated. Torque converter relates this speed ratio e, the torque ratio t and efficiency represented by the ratio of the input and output torque T I, T T Have performance curves that vary as shown in FIG. 4, for example.
e = 0 indicates a stop state, and 0 <e <e S (e S is a minute set value) indicates a state of minute depression of the accelerator pedal.
次のステップ22,23ではｅ＝０の停車中か否か、又ｅ
＜eSの微小アクセル状態か否かをチェックする。停車中
か、若しくは走行中でもアクセルペダルを大きく踏込ん
でいれば、ステップ24でその間の時間をタイマTMのイン
クリメントにより計測すると共に、インクリメントの都
度タイマTMの計測時間をTSLとしてメモリする。この計
測はステップ23で微小アクセル状態と判別してステップ
25が選択される迄継続し、よってステップ24におけるT
SLの最終値は、微小アクセル状態をやめて再び微小アク
セル状態にする迄のインタバル時間を表す。In the next steps 22 and 23, it is determined whether or not the vehicle is stopped at e = 0,
<E Check if it is in the small accelerator state of S. Or parked, or if it is depressed increase the accelerator pedal even during running, during which time while measuring the increment of the timer TM in step 24, memory measurement time of the timer TM as T SL each increment. This measurement is performed in step 23 by determining
Continue until 25 is selected, so T in step 24
The final value of SL represents an interval time from when the minute accelerator state is stopped to when the minute accelerator state is restored.
ステップ25では、かかるインタバル時間TSLの加重平
均値Ｔを （但し、Ｔ′は前回の加重平均値）により求める。この
加重平均値Ｔは微小アクセル状態にする頻度に反比例
し、Ｔが小さいか否かにより交通渋滞か否かを判別する
ことができる。この原理を利用して次のステップ26では
Ｔ＜TS（TSは設定値）か否かにより交通渋滞か否かをチ
ェックする。In step 25, the weighted average value T of the interval time T SL is calculated. (Where T 'is the previous weighted average value). The weighted average value T is inversely proportional to the frequency of the small accelerator state, and it can be determined whether or not the traffic is congested based on whether or not T is small. The next step 26 T <T S by utilizing this principle (T S is set value) checks whether traffic congestion by whether.
交通渋滞中と判別する場合、ステップ27で車速Ｖが例
えば30km/h未満の低速と判別する間に限り、ステップ28
においてサスペンション装置3,4を硬くする。その後ス
テップ29でステップ25での加重平均値Ｔを次回のために
Ｔ′としてメモリし、ステップ30でタイマTMをクリアす
る。かようにサスペンション装置3,4を硬くすることに
より、交通渋滞中小さな加減速を繰り返しても、その度
に車体が繰返し大きく揺れるようなことがなくなり、乗
員が不快に感ずるのを防止することができる。なお、こ
の間サスペンション装置3,4が硬くされていても、路面
からの凹凸にともなう衝撃は低車速故もともと小さく、
乗員が大きな衝撃を感ずるおそれはない。If it is determined that there is traffic congestion, only if the vehicle speed V is determined to be a low speed of, for example, less than 30 km / h in step 27, step 28
, The suspension devices 3 and 4 are hardened. Thereafter, in step 29, the weighted average value T in step 25 is stored as T 'for the next time, and in step 30, the timer TM is cleared. By making the suspension devices 3 and 4 stiff like this, even if small accelerations and decelerations are repeated during traffic jams, the vehicle body does not repeatedly shake greatly each time, and it is possible to prevent the occupants from feeling uncomfortable it can. During this time, even if the suspension devices 3 and 4 are hardened, the impact due to unevenness from the road surface is originally small due to low vehicle speed,
There is no danger that the occupant will feel a large impact.
ところで、ステップ26において、渋滞中でないと判別
する場合、又はステップ26,27で渋滞中との判別中なが
ら車速Ｖが30km/h以上の高速走行中と判別する場合は、
ステップ31でサスペンション装置3,4を通常通りに制御
する。この制御に当っては例えば、路面の凹凸を検知し
てサスペンション装置3,4を軟くすることにより、凹凸
にともなう衝撃を緩和したり、急な加減速を検知してサ
スペンション装置3,4を硬くすることにより、急な加減
速にともなう大きな姿勢変化を防止することができる。By the way, in step 26, when it is determined that there is no congestion, or when it is determined that the vehicle speed V is running at a high speed of 30 km / h or more while it is determined that there is congestion in steps 26 and 27,
In step 31, the suspension devices 3 and 4 are controlled as usual. In this control, for example, by detecting the unevenness of the road surface and softening the suspension devices 3 and 4, the impact caused by the unevenness is reduced, or the sudden acceleration / deceleration is detected and the suspension devices 3 and 4 are detected. By making it hard, it is possible to prevent a large posture change due to sudden acceleration / deceleration.
（発明の効果） かくして本発明装置は上述の如く、交通渋滞中と判別
している間は、サスペンション装置を硬い状態に保持す
る構成としたから、交通渋滞中に行うゆるやかな加減速
の繰返しによっても、その度に車体が繰返し大きく揺れ
るようなことがなくなり、乗員が交通渋滞中のゆるやか
な加減速を不快に感ずるのを防止することができる。(Effect of the Invention) As described above, the apparatus of the present invention is configured to hold the suspension device in a hard state while it is determined that traffic is congested. However, the vehicle body does not repeatedly shake every time, and it is possible to prevent the occupant from feeling uncomfortable gradual acceleration and deceleration during traffic congestion.
ところで、交通渋滞の判別に際し、トルクコンバータ
の伝動状態から微小アクセル状態での走行中か否かを検
知し、かかる微小アクセル状態での走行中が検知されな
くなってから、次に微小アクセル状態での走行中が検知
されるまでのインターバル時間が設定時間未満である時
をもって交通渋滞と判別するから、交通渋滞を車速のみ
から判別する場合に較べて、判別精度が高く、上記の作
用効果を確実なものにすることができる。By the way, when judging the traffic congestion, it is detected from the transmission state of the torque converter whether or not the vehicle is traveling in the minute accelerator state. Since the traffic jam is determined when the interval time until the traveling is detected is less than the set time, the accuracy of the determination is higher than in the case where the traffic jam is determined only from the vehicle speed, and the above-described operation and effect can be reliably achieved. Can be something.
また、サスペンション装置を硬い状態に保持する条件
として、車速が設定車速未満の低車速であることを条件
に付加したから、交通渋滞中でも車速が上記設定車速以
上である時は、サスペンション装置の制御が通常の制御
に戻されることとなり、交通渋滞中でも当該車速域で要
求される路面の凹凸に伴う衝撃の緩和や、加減速に伴う
車体姿勢の変化を防止する機能が得られなくなるという
弊害を回避することができる。In addition, as a condition for maintaining the suspension device in a hard state, a condition that the vehicle speed is a low vehicle speed less than the set vehicle speed has been added, so when the vehicle speed is equal to or higher than the set vehicle speed even in a traffic jam, the control of the suspension device is performed. The control is returned to the normal control, thereby avoiding the adverse effect that the function of preventing the change of the vehicle body posture due to the unevenness of the road surface required in the vehicle speed range and the change of the vehicle body posture due to the acceleration / deceleration cannot be obtained even during the traffic congestion. be able to.
第１図は本発明サスペンション制御装置の概念図、 第２図は本発明装置の一実施例を示すシステム図、 第３図は同例におけるサスペンション制御回路の制御プ
ログラムを示すフローチャート、 第４図はトルクコンバータの性能線図である。 １……前輪 ２……後輪 3,4……サスペンション装置 ５……車体 ６……エンジン ７……変速機 ９……ディファレンシャルギヤ 10……サスペンション制御回路 11……入力回転センサ 12……出力回転センサ 13……車速センサFIG. 1 is a conceptual diagram of the suspension control device of the present invention, FIG. 2 is a system diagram showing one embodiment of the device of the present invention, FIG. 3 is a flowchart showing a control program of the suspension control circuit in the same example, FIG. It is a performance diagram of a torque converter. DESCRIPTION OF SYMBOLS 1 ... Front wheel 2 ... Rear wheel 3, 4 ... Suspension device 5 ... Body 6 ... Engine 7 ... Transmission 9 ... Differential gear 10 ... Suspension control circuit 11 ... Input rotation sensor 12 ... Output Rotation sensor 13 …… Vehicle speed sensor
Claims (2)
支し、車輪駆動系にトルクコンバータを具えた車両にお
いて、 該トルクコンバータの伝動状態から微小アクセル状態で
の走行中を検出する微小アクセル走行検知手段と、 この手段により微小アクセル状態での走行中が検知され
なくなってから、次に微小アクセル状態での走行中が検
知されるまでのインターバル時間を計測するインターバ
ル時間計測手段と、 この計測したインターバル時間が設定時間未満である時
をもって交通が渋滞中であると判別する渋滞判別手段
と、 車速が設定車速未満の低車速であるのを検知する低車速
検知手段と、 前記渋滞判別手段が交通渋滞中を判別し、且つ、前記低
車速検知手段が低車速を検知する間、前記サスペンショ
ン装置を硬い状態に保持するサスペンション制御手段と
を設けてなることを特徴とする車両のサスペンション制
御装置。In a vehicle in which a wheel is supported on a vehicle body by a suspension device and a torque converter is provided in a wheel drive system, a minute accelerator running detecting means for detecting running in a minute accelerator state from a transmission state of the torque converter. And interval time measuring means for measuring an interval time from when the running in the minute accelerator state is no longer detected by the means to when the running in the minute accelerator state is detected next, and the measured interval time Is less than the set time, the traffic congestion determining means for determining that traffic is congested, low vehicle speed detecting means for detecting that the vehicle speed is lower than the set vehicle speed, the traffic congestion determining means is a traffic congestion And the suspension device is held in a hard state while the low vehicle speed detection means detects a low vehicle speed. Suspension control apparatus for a vehicle characterized by comprising providing a pension control means.
間の加重平均値であることを特徴とする請求項１記載の
車両のサスペンション制御装置。2. The vehicle suspension control device according to claim 1, wherein said interval time is a weighted average value of said interval time.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63283978A JP2595694B2 (en) | 1988-11-11 | 1988-11-11 | Vehicle suspension control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63283978A JP2595694B2 (en) | 1988-11-11 | 1988-11-11 | Vehicle suspension control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02133214A JPH02133214A (en) | 1990-05-22 |
| JP2595694B2 true JP2595694B2 (en) | 1997-04-02 |
Family
ID=17672700
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63283978A Expired - Lifetime JP2595694B2 (en) | 1988-11-11 | 1988-11-11 | Vehicle suspension control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2595694B2 (en) |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS604406A (en) * | 1983-06-23 | 1985-01-10 | Nissan Motor Co Ltd | Damping power controller for shock absorber |
| JPS6130510U (en) * | 1984-07-30 | 1986-02-24 | 日産自動車株式会社 | suspension control device |
| JPS6167605A (en) * | 1984-09-07 | 1986-04-07 | Hino Motors Ltd | Controlling equipment for shock absorber |
| JPS63173707A (en) * | 1987-01-12 | 1988-07-18 | Nissan Motor Co Ltd | Suspension for vehicle |
-
1988
- 1988-11-11 JP JP63283978A patent/JP2595694B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH02133214A (en) | 1990-05-22 |
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