JPS6231641B2 - - Google Patents
Info
- Publication number
- JPS6231641B2 JPS6231641B2 JP17686382A JP17686382A JPS6231641B2 JP S6231641 B2 JPS6231641 B2 JP S6231641B2 JP 17686382 A JP17686382 A JP 17686382A JP 17686382 A JP17686382 A JP 17686382A JP S6231641 B2 JPS6231641 B2 JP S6231641B2
- Authority
- JP
- Japan
- Prior art keywords
- steering wheel
- cylinder
- oil
- piston
- vehicle speed
- 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
Links
- 239000000725 suspension Substances 0.000 claims description 8
- 230000007935 neutral effect Effects 0.000 claims description 4
- 239000013013 elastic material Substances 0.000 claims description 3
- 230000008602 contraction Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/001—Suspension arms, e.g. constructional features
- B60G7/003—Suspension arms, e.g. constructional features of adjustable length
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/40—Indexing codes relating to the wheels in the suspensions
- B60G2200/464—Caster angle
-
- 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
- B60G2202/40—Type of actuator
- B60G2202/41—Fluid actuator
- B60G2202/413—Hydraulic actuator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/10—Constructional features of arms
- B60G2206/124—Constructional features of arms the arm having triangular or Y-shape, e.g. wishbone
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Description
【発明の詳細な説明】
本発明は自動車の操舵輪懸架装置に関するもの
である。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a steering wheel suspension system for an automobile.
自動車の前車輪即ち操舵輪の懸架装置としては
一般に車輪を回転可能に支持するハウジングをロ
アアームにて車体に上下揺動可能に取付けると共
に、該ハウジングとその上方の車体間にストラツ
トを介装し、且つ上記ロアアーム先端部とその前
後方向の車体との間にリーデングロツドを設けた
所謂ストラツト型懸架装置が多く用いられている
（例えば実公昭43−5364号公報、実公昭48−42405
号公報等参照）。 A suspension system for a front wheel, that is, a steering wheel of an automobile, generally includes a housing that rotatably supports the wheel, which is attached to the vehicle body by a lower arm so as to be swingable up and down, and a strut is interposed between the housing and the vehicle body above the housing. In addition, a so-called strut type suspension system in which a leading rod is provided between the tip of the lower arm and the vehicle body in the longitudinal direction thereof is often used (for example, Japanese Utility Model Publication No. 43-5364, Japanese Utility Model Publication No. 48-42405).
(Refer to the publication number, etc.)
自動車においては、キヤスタ（車輪を側面から
見た場合のキングピンの傾角）は操舵性能及び走
査安定性の面で極めて重要であり、車輪の組付時
或は整備点検時等においてキヤスタ角を微調整し
て定められた一定値に正確に一致させているのが
現状である。 In automobiles, caster (the angle of inclination of the kingpin when the wheel is viewed from the side) is extremely important in terms of steering performance and scanning stability, and the caster angle must be finely adjusted during wheel assembly or maintenance inspection. Currently, it is made to exactly match a fixed value determined by
ところが、キヤスタ角を大きくすれば走行時車
輪が直進位置よりずれた場合直進位置にもどそう
とする復元モーメントが大きくなり、高速走行時
の走行安定性は良好となるが、低速走行時でのハ
ンドル操作が非常に重くなり、操舵性能を悪化さ
せると言う問題を生じる。又逆にキヤスタ角を小
さくすると低速走行時のハンドル操作は軽くなる
が高速走行安定性が悪くなる。 However, if the caster angle is increased, the restoring moment that tries to return the wheels to the straight-ahead position when they deviate from the straight-ahead position during driving increases, and while driving stability at high speeds is good, the steering wheel at low speeds This creates a problem in that the operation becomes very heavy and the steering performance deteriorates. On the other hand, if the caster angle is made smaller, the steering wheel will be easier to operate at low speeds, but the stability at high speeds will deteriorate.
従つて従来はキヤスタ角の設定は非常に難し
く、高速走行安定性と操舵性能双方共充分満足し
得ないか或は高速走行安定性と操舵性能のいずれ
か一方をある程度犠性にせざるを得なかつた。 Therefore, in the past, it was very difficult to set the caster angle, and either high-speed running stability and steering performance could both not be fully satisfied, or either one of the high-speed running stability and steering performance had to be sacrificed to some extent. Ta.
本発明は上記のような従来の問題をすべて解消
することを目的とするもので、以下本発明を附図
実施例につき説明する。 The present invention aims to solve all the problems of the conventional art as described above, and the present invention will be explained below with reference to the accompanying drawings.
第１図乃至第３図は本発明の実施例を示すもの
で、１は車輪、２は車輪１を回転可能に支持する
ハウジングで、該ハウジング２の上端にはストラ
ツト３の下部が結合され、該ストラツト３の上部
はゴム等の弾性材よりなるトツプマウント４を介
して車体側部材Ａに結合される。３１はスプリン
グである。５はロアアームで、該ロアアーム５は
基端部を車体側部材Ａに上下方向に揺動可能なる
よう取付けられ先端部を前記ハウジング２の下部
にボールジヨイント６を介して結合している。 1 to 3 show an embodiment of the present invention, in which 1 is a wheel, 2 is a housing that rotatably supports the wheel 1, and the lower part of a strut 3 is connected to the upper end of the housing 2. The upper part of the strut 3 is connected to the vehicle body side member A via a top mount 4 made of an elastic material such as rubber. 31 is a spring. Reference numeral 5 designates a lower arm. The lower arm 5 has its base end attached to the vehicle body side member A so as to be able to swing vertically, and its distal end connected to the lower part of the housing 2 via a ball joint 6.
７はアクスルシヤフトである。 7 is an axle shaft.
８は基端部を車輪１の斜め後方位置の車体側部
材Ａにゴム等の弾性材９を介して首振り可能なる
よう結合され先端部を前記ロアアーム５の先端寄
りの部分に結合したリーデイングロツドで、該リ
ーデングロツド８によりロアアーム５の前後方向
の変位を規制した構造となつている。 Reference numeral 8 denotes a leading groove whose base end is connected to the vehicle body side member A at a diagonally rearward position of the wheel 1 through an elastic material 9 such as rubber so as to be swingable, and whose distal end is connected to a portion near the end of the lower arm 5. The structure is such that displacement of the lower arm 5 in the longitudinal direction is restricted by the leading rod 8.
上記のようなストラツト型懸架装置において、
本発明ではリーデングロツド８をシリンダ８１と
該シリンダ８１に軸方向に摺動可能なるよう嵌装
されたピストンロツド８２とからなる伸縮部材に
より構成し、該シリンダ８１内に油を供給、流出
させる配管１０を設けると共に、その油量制御を
車速を検出して作動する車速センサ１４にて行
い、高速時はピストンロツド８２を伸長させてリ
ーデングロツド８の有効長を長くし、低速時はピ
ストンロツド８２を収縮させてリーデングロツド
８の有効長を短くするよう構成したものである。 In the strut type suspension system as mentioned above,
In the present invention, the leading rod 8 is constituted by an extensible member consisting of a cylinder 81 and a piston rod 82 fitted in the cylinder 81 so as to be slidable in the axial direction. At the same time, the oil amount is controlled by a vehicle speed sensor 14 that detects the vehicle speed and operates. At high speeds, the piston rod 82 is extended to lengthen the effective length of the leading rod 8, and at low speeds, the piston rod 82 is contracted to increase the leading rod length. 8 is configured to shorten the effective length.
更に詳しく説明するとシリンダ８１内において
ピストンロツド８２のピストン部８２ａはその前
後に設けられたバランススプリング８３，８３′
にて中立点にばね支持されており、シリンダ８１
の両端部近傍には流入ポート８４，８４′が設け
られ、又ピストン部８２ａの中立点前後位置に流
出ポート８５，８５′が設けられ、流入ポート８
４，８４′は一方向弁１１，１１′を介装した流入
側配管１０ａ，１０a′にてリザーブタンク１３内
に連通し、流出ポート８５，８５′は流出側配管
１０ｂ，１０b′及び合流配管１０ｃにてリザーバ
タンク１３内に連通し、流出側配管１０ｂ，１０
b′と合流配管１０ｃとの連通部には三方コツク１
２が設けられ、該三方コツク１２は前記車速セン
サ１４の車速信号によつて切換作動されるよう構
成されている。 To explain in more detail, within the cylinder 81, the piston portion 82a of the piston rod 82 is supported by balance springs 83, 83' provided before and after the piston portion 82a.
The cylinder 81 is supported by a spring at a neutral point at
Inflow ports 84, 84' are provided near both ends of the piston portion 82a, and outflow ports 85, 85' are provided at positions before and after the neutral point of the piston portion 82a.
4 and 84' communicate with the reserve tank 13 through inlet pipes 10a and 10a' which are equipped with one-way valves 11 and 11', and outlet ports 85 and 85' communicate with the outlet pipes 10b and 10b' and the merging pipe. 10c communicates with the inside of the reservoir tank 13, and the outflow side piping 10b, 10
At the communication part between b' and the confluence pipe 10c, there is a three-way socket 1.
2, and the three-way cock 12 is configured to be switched in response to a vehicle speed signal from the vehicle speed sensor 14.
上記の構成において、高速走行時は車速センサ
１４の信号にて三方コツク１２は一方の流出側配
管１０ｂと合流配管１０ｃとが通となるよう作動
し、一方のシリンダ室８１ａ内のオイルが第１図
の実線矢印の如く流出し得る状態となる。 In the above configuration, when traveling at high speed, the three-way cock 12 is operated in response to a signal from the vehicle speed sensor 14 so that one outflow side pipe 10b and the merging pipe 10c are in communication with each other, and the oil in one cylinder chamber 81a is It is in a state where it can flow out as shown by the solid line arrow in the figure.
この状態でピストンロツド８２に車輪１側から
の荷重が軸方向にランダムにかかると、該荷重に
よりピストンロツド８２は流出ポート８５より一
方のシリンダ室８１ａ内のオイルを流出させ且つ
流入ポート８４′より他方のシリンダ室８１ｂ内
にオイルを流入させつつ伸長方向に移動し、ピス
トン部８２ａが流出ポート８５を閉とする位置に
至ると両シリンダ室８１ａ，８１ｂ共オイルは封
入状態となつてピストンロツド８２の移動は拘止
される。 In this state, when a load from the wheel 1 side is randomly applied to the piston rod 82 in the axial direction, the piston rod 82 causes the oil in one cylinder chamber 81a to flow out from the outflow port 85 and the oil in the other cylinder chamber from the inflow port 84'. The piston rod 82 moves in the extension direction while allowing oil to flow into the cylinder chamber 81b, and when the piston portion 82a reaches a position where the outflow port 85 is closed, the oil is sealed in both cylinder chambers 81a and 81b, and the piston rod 82 does not move. be detained.
このピストンロツド８２の伸長作動により、リ
ーデングロツド８の有効長は両流出ポート８５と
８５′との間隔分だけ長くなり、第３図の鎖線示
の如くキヤスタ角をθ゜だけ大とし、高速走行安
定性の著しい向上をはかり得る。尚高速走行時は
転舵時の車輪と路面間の抵抗は極めて小であるの
でキヤスタ角が大となつても操舵性能が悪くなる
ようなことはない。 By this extension operation of the piston rod 82, the effective length of the leading rod 8 is increased by the distance between the two outflow ports 85 and 85', and the caster angle is increased by θ° as shown by the chain line in FIG. 3, thereby improving high-speed running stability. It is possible to achieve a significant improvement in During high-speed driving, the resistance between the wheels and the road surface during steering is extremely small, so even if the caster angle becomes large, the steering performance will not deteriorate.
中、低速走行時は車速センサ１４の信号によつ
て三方コツク１２は切換わり、流出側配管１０
b′と合流配管１０ｃが通となり、第１図点線矢印
の如くシリンダ室８１ｂ内のオイルが流出できる
状態となる。 When driving at medium or low speeds, the three-way connector 12 is switched by the signal from the vehicle speed sensor 14, and the outflow side piping 10
b' and the merging pipe 10c are connected, and the oil in the cylinder chamber 81b can flow out as shown by the dotted line arrow in FIG.
すると上記高速走行時とは逆に、車輪側からピ
ストンロツド８２に作用する軸方向のランダムな
荷重により、流入ポート８４より一方のシリンダ
室８１ａ内にオイルを流入させ且つ流出ポート８
５′より他方のシリンダ室８１ｂ内のオイルを流
出させつつピストンロツド８２は収縮方向に移動
し、ピストン部８２ａが流出ポート８５′を閉と
する位置に至つたところで両シリンダ室８１ａ，
８１ｂ共オイルが封入状態となつてピストンロツ
ド８２の移動は拘止される。 Then, contrary to the above-mentioned high-speed running, a random load in the axial direction acting on the piston rod 82 from the wheel side causes oil to flow into one cylinder chamber 81a from the inflow port 84 and to the outflow port 8.
The piston rod 82 moves in the contraction direction while causing the oil in the other cylinder chamber 81b to flow out from the cylinder chamber 5', and when the piston portion 82a reaches the position where the outflow port 85' is closed, both cylinder chambers 81a,
Since the piston rod 81b is filled with oil, movement of the piston rod 82 is restricted.
これにより高速時に比しリーデングロツド８の
有効長は短かくなり、第３図実線示のようにキヤ
スタ角は小となり、ハンドル操作が軽くなつて操
舵性能は著しく向上する。尚中、低速走行時は高
速走行時ほどの走行安定性は要求されないので、
キヤスタ角が小さくても差しつかえない。 As a result, the effective length of the leading rod 8 becomes shorter than when the vehicle is running at high speed, and the caster angle becomes small as shown by the solid line in FIG. 3, making the steering wheel easier to operate and significantly improving steering performance. Furthermore, when driving at low speeds, running stability is not required as much as when driving at high speeds, so
Even if the caster angle is small, there is no problem.
上記のように、流出ポート８５と８５′の間隔
の範囲において、リーデングロツド８の有効長は
車速に応じて自動的に伸縮制御されるので、上記
流出ポート８５と８５′の間隔を適切に設定する
ことにより、高速走行安定性及び操舵性能の双方
を充分満足させることができるものである。 As mentioned above, within the range of the distance between the outflow ports 85 and 85', the effective length of the leading rod 8 is automatically controlled to expand or contract according to the vehicle speed, so the distance between the outflow ports 85 and 85' is appropriately set. This makes it possible to fully satisfy both high-speed running stability and steering performance.
尚もし前後のシリンダ室内の油がない間にリー
クしてもバランススプリング８３，８３′のバラ
ンスにてシリンダとピストンロツドは所定長さを
維持できるので不都合は生じない。 Even if there is a leak while there is no oil in the front or rear cylinder chambers, no problem will occur because the cylinder and piston rod can maintain a predetermined length due to the balance between the balance springs 83 and 83'.
以上のように本発明によれば、ストラツト型懸
架装置におけるリーデイングロツドをシリンダと
該シリンダに摺動可能に嵌装されたピストン部を
もつピストンロツドとから構成し、該シリンダの
ピストン部にて区画される前後の２室内をリザー
バタンクにそれぞれ流入方向の油の流通のみを許
す一方向弁を介して連結すると共に、上記２室内
のピストン部中立位置近傍にそれぞれ設けた油の
流出ポートとリザーバタンクとを三方コツクを介
していずれか一方の流出ポートがリザーバタンク
に連通するよう切換制御可能なるよう連結し、車
速センサの信号にて上記三方コツクの切換えを行
うよう構成したことにより、単に車速センサによ
る三方コツクの切換作動のみにてシリンダとピス
トンロツドからなるリーデイングロツドに走行中
作用する車輪の前後方向荷重の繰り返しを動力源
としてピストンロツドがシリンダに対し上記前後
２室にそれぞれ設けた前後の流出ポートの距離の
範囲内において摺動し、リーデイングロツドの有
効長を変化させ、キヤスタ角を高速走行時は大と
し低速走行時は小とするよう制御し、且つ上記の
ようにして制御された後は、車速センサの信号に
基づく三方コツクの切換作動がない限り、リーデ
イングロツドにいかなる軸方向荷重が作用しても
それに影響されることはなく一定のキヤスタ角が
保持され続けるものであり、高速走行安定性向上
及び中、低速走行時の操舵性能向上と言う両要望
を簡単なる構成にて的確に満足させることがで
き、自動車の安全性向上に寄与するところ極めて
大なるものである。 As described above, according to the present invention, the leading rod in a strut-type suspension system is composed of a cylinder and a piston rod having a piston part slidably fitted in the cylinder, and is partitioned by the piston part of the cylinder. The two chambers, front and rear, are connected to the reservoir tank through one-way valves that allow oil to flow only in the inflow direction, and oil outflow ports and the reservoir tank are respectively provided near the neutral position of the piston in the two chambers. are connected via a three-way connector so that either one of the outflow ports communicates with the reservoir tank so that switching can be controlled, and the three-way connector is switched in response to a signal from the vehicle speed sensor. The piston rod uses the repeated front and rear loads of the wheels acting on the leading rod, which is made up of a cylinder and a piston rod, as a power source while the vehicle is running, through the switching operation of the three-way cock. The effective length of the leading rod is changed, and the caster angle is controlled to be large when running at high speed and small when running at low speed, and after being controlled as described above Unless there is a switching operation of the three-way gear based on the signal from the vehicle speed sensor, no matter what axial load is applied to the leading rod, it will not be affected and a constant caster angle will continue to be maintained. Both demands for improved driving stability and improved steering performance during medium and low speed driving can be accurately satisfied with a simple configuration, making it an extremely significant contribution to improving the safety of automobiles.
第１図は本発明の実施例を示す平面説明図、第
２図及び第３図は第１図の要部縦断正面図及び要
部側面図である。
１……車輪、２……ハウジング、３……ストラ
ツト、４……トツプマウント、５……ロアアー
ム、８……リーデングロツド、８１……シリン
ダ、８２……ピストンロツド、１１，１１′……
一方向弁、１２……三方コツク、１３……リザー
ブタンク、１４……車速センサ。
FIG. 1 is an explanatory plan view showing an embodiment of the present invention, and FIGS. 2 and 3 are a vertical sectional front view and a side view of the main part of FIG. 1. 1... Wheel, 2... Housing, 3... Strut, 4... Top mount, 5... Lower arm, 8... Leading rod, 81... Cylinder, 82... Piston rod, 11, 11'...
One-way valve, 12... Three-way valve, 13... Reserve tank, 14... Vehicle speed sensor.
Claims (1)
ムとストラツトとリーデイングロツドとにより支
持するストラツト型懸架装置を用いた自動車にお
いて、該リーデイングロツドをシリンダと該シリ
ンダに摺動可能に嵌装されたピストン部をもつピ
ストンロツドとから構成し、該シリンダとピスト
ンロツドとのうちのいずれか一方の端部を操舵輪
の斜め前後方向の車体部材に弾性材を介して結合
し、他方の端部を操舵輪支持部材に結合すると共
に、上記シリンダのピストン部によつて区画され
る２つの室内の端部付近に油の流入ポートをそれ
ぞれ設け、該２つの室内のピストン部中立位置近
傍位置に油の流出ポートをそれぞれ設け、上記各
流入ポートとリザーバタンクとを、流入ポート方
向にのみ油の流通を許す一方向弁を介してそれぞ
れ連結し、上記各流出ポートとリザーバタンクと
を、一方の流出ポートとリザーバタンクとを連通
した状態と他方の流出ポートとリザーバタンクと
を連通した状態とを切換制御できる三方コツクを
介して連結し、車速を検出して車速信号を発し上
記三方コツクを切換作動させる車速センサを設け
たことを特徴とする自動車の操舵輪懸架装置。1. In an automobile that uses a strut-type suspension system in which the steering wheel is supported by a lower arm, a strut, and a leading rod as a suspension system for the steering wheel, the leading rod is slidably fitted into a cylinder. A piston rod having a piston portion, one end of the cylinder and the piston rod is connected to a vehicle body member in the diagonal front and rear direction of the steering wheel via an elastic material, and the other end is connected to the steering wheel. An oil inflow port is provided near the ends of two chambers connected to the support member and partitioned by the piston section of the cylinder, and an oil outflow port is provided at a position near the neutral position of the piston section in the two chambers. Each of the inflow ports and the reservoir tank are connected via a one-way valve that allows oil to flow only in the direction of the inflow port, and each of the outflow ports and the reservoir tank are connected to one of the outflow ports and the reservoir tank. A vehicle speed sensor that connects a state in which the tank is in communication with the other outflow port and a state in which the other outflow port and the reservoir tank are in communication through a three-way connector that can be switched and controlled, detects the vehicle speed, issues a vehicle speed signal, and switches the three-way connector. A steering wheel suspension system for an automobile, characterized in that it is provided with.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17686382A JPS5967111A (en) | 1982-10-07 | 1982-10-07 | Front wheel suspension device of automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17686382A JPS5967111A (en) | 1982-10-07 | 1982-10-07 | Front wheel suspension device of automobile |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP22776586A Division JPS6277208A (en) | 1986-09-26 | 1986-09-26 | Steering wheel suspension device for automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5967111A JPS5967111A (en) | 1984-04-16 |
| JPS6231641B2 true JPS6231641B2 (en) | 1987-07-09 |
Family
ID=16021128
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP17686382A Granted JPS5967111A (en) | 1982-10-07 | 1982-10-07 | Front wheel suspension device of automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5967111A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0526188Y2 (en) * | 1987-06-10 | 1993-07-01 |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3509440A1 (en) * | 1984-03-15 | 1985-09-26 | Honda Giken Kogyo K.K., Tokio/Tokyo | WHEEL ALIGNMENT CONTROL SYSTEM FOR VEHICLES |
| JPS62125907A (en) * | 1985-11-28 | 1987-06-08 | Isuzu Motors Ltd | Variable suspension geometry device |
| KR970011358B1 (en) * | 1992-10-13 | 1997-07-10 | 미쯔비시 지도샤 고교 가부시끼가이샤 | Wheel alignment control method for a motor vehicle |
| US5438515A (en) * | 1992-10-14 | 1995-08-01 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Alignment control unit and control method for an automotive suspension |
| JP2848191B2 (en) * | 1993-06-16 | 1999-01-20 | 三菱自動車エンジニアリング株式会社 | Actuator structure of vehicle suspension device |
| JPH071933A (en) * | 1993-06-16 | 1995-01-06 | Mitsubishi Motors Corp | Alignment control device |
| CN1057494C (en) * | 1995-07-21 | 2000-10-18 | 三菱自动车工业株式会社 | Vehicle strut type suspension system |
| KR20040048638A (en) * | 2002-12-04 | 2004-06-10 | 현대자동차주식회사 | damping force changing apparatus for a vehicle |
-
1982
- 1982-10-07 JP JP17686382A patent/JPS5967111A/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0526188Y2 (en) * | 1987-06-10 | 1993-07-01 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5967111A (en) | 1984-04-16 |
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