Anti-skid braking systems for vehicles

Abstract: An anti-skid braking system for a vehicle comprising a supply of fluid for actuating a plurality of wheel brakes (1,2,3,4), a skid control unit (14,15) interposed between the fluid supply and the brakes, sensors (9,10,11,12) to detect the skidding of a plurality of wheels and actuating means (13) responsive to skid signals from the sensors and adapted to actuate the skid control unit (14,15) to relieve the fluid pressure at the brake of the wheel at impending lock by means of a plurality of successive brake release periods (y). In order to reduce yawing, when an impending skid condition is detected at one wheel, the skid control unit is arranged to induce shorter brake release periods (x) in one or more of the brakes of the wheels not at impending lock.

Description: The present invention relates to anti-skid braking systems for vehicles. Known anti-skid braking systems for vehicles comprise skid sensors on each of the wheels of the vehicle and a control unit responsive to skid signals from the skid sensors to reduce the pressure of actuating fluid to the brake of a wheel which is about to lock, thereby avoiding skidding of the wheel. Known systems fall into two categories. Firstly, the anti-skid systems of two wheels at opposite ends of an axle may operate independently of one another, such that each wheel takes the maximum advantage of the friction available to each wheel. A disadvantage with this so-called "independent braking" is that if one of the wheels of an axle is on a surface of relatively high coefficient of friction while the other wheel is on a surface of relatively low coefficient of friction and the brakes are applied, a larger braking force will be exerted on that wheel on the higher coefficient surface, such that the vehicle may undergo a yawing motion requiring correction of the yaw by steering by the driver of the vehicle. Considerable yawing can take place if, for example, one of the wheels is on ice whereas the other is on a normal road surface, and this requires considerable skill by the driver to correct the yaw. The alternative configuration is so-called "axle braking", wherein the braking pressure applied to each of the wheels at either end of an axle is the same, and is dependent upon the pressure applied to the brake of the wheel on the surface of lower coefficient of friction. Thus, if the two wheels on either ends of an axle are travelling on surfaces of different coefficients of friction, both brakes will be applied as though both wheels were travelling on the surface of lower coefficient of friction. This has the advantage that yawing is eliminated, but has the disadvantage that the braking distance is longer, and may be considerably longer if, for example, one of the wheels is travelling on ice, since both of the wheels will be braked as though they were travelling on ice. It is known from an Article by M.E. Reinecke entitled "ABS system with extended functions" in the JOURNAL DE LA SOCIETE DES INGENIEURS DE L'AUTOMIBILE No.7 (1984) to provide an anti-skid braking system for a vehicle with "Modulated Individual Regulation" (MIR) which comprises a supply of fluid for actuating a plurality of wheel brakes, a skid control unit interposed between the fluid supply and the brakes, sensors to detect the skidding of a plurality of wheels, actuating means responsive to skid signals from the sensors and adapted to actuate the skid control unit to relieve the fluid pressure at the brake of the wheel at impending lock by means of a plurality of successive first brake release periods, and means effective such that, when an impending skid condition is detected at one wheel, the skid control unit also induces second brake release periods in at least one of the brakes of the wheels not at impending lock, the second periods being of shorter duration than the first periods at least when said first periods are above a preset length. This Article describes the basic principles of MIR for controlling yaw moments and steering "pull" on a vehicle. A principal feature of the system described in this Article is, however, that the sympathetic pressure release on the high µ side (non-skidding) side of the vehicle is always delayed for a period and, during that period, the high side pressure rise rate is reduced or even held constant. This allows a certain amount of "yaw" moment and steering pull to be generated before correction is attempted. One possible reason for adapting this feature is to seek to prevent the high µ wheel from reducing pressure unnecessarily should the low µ wheel "misfire" or dump for a very short period. However, the result of incorporating the aforementioned delay is to cause a certain lack of smoothness in the control of yaw and steering pull. FR-A- 2430874 (WABCO) also describes a braking system in which "sympathetic" control pulses are generated for establishing repeated release of non-skidding wheels which are shorter than the brake release periods established for a skidding wheel at impending lock. In the WABCO arrangement, the co-controlled (non-skidding) wheel responds entirely to the controlled (skidding) wheel deceleration and acceleration levels for its response. When a -b (deceleration) signal is received on the controlled wheel, the co-controlled wheel exhausts for a set period to a hold condition. The co-controlled wheel then holds until the control wheel shows a +b signal (acceleration). Then both the controlled and co-controlled wheels increase in pressure for a time Ts. When Ts has elapsed, the co-controlled wheel is allowed to rise further for a short period Tv, typically 20 msec. It is this Tv period, plus the difference in dump times, that allows the pressure on the controlled and co-controlled wheels to diverge. The rate at which this divergence takes place is relatively slow as the pressure rise difference is only for a period Tv (20 msec), plus dump time difference, per cycle. This tends to increase stopping distances because of the loss of adhesion utilisation on the co-controlled wheel side. It is an object of the present invention to provide an anti-skid braking system which overcomes the disadvantages of the prior art. In accordance with the present invention, an anti-skid braking system for a vehicle comprises a supply of fluid for actuating a plurality of wheel brakes, a skid control unit interposed between the fluid supply and the brakes, sensors to detect the skidding of a plurality of wheels, actuating means responsive to skid signals from the sensors and adapted to actuate the skid control unit to relieve the fluid pressure at the brake of the wheel at impending lock by means of a plurality of successive first brake release periods (y₁, y₂...), and means effective such that, when an impending skid condition is detected at one wheel, the skid control unit also induces second brake release periods (x) in at least one of the brakes of the wheels not at impending lock, the second periods (x) being of shorter duration than the first periods (y₁, y₂...), at least when said first periods (y) are above a preset length, characterised in that the second periods (x) are initiated concurrently with the first periods (y), said preset length corresponds to a predetermined minimum length (x min) for the second periods (x), and, once initiated, the control of the lengths of said second brake release periods (x) is independent of the controlled response of said one wheel at impending lock, unless the length of said first brake release periods (y) is equal to or shorter than said minimum preset length (x min) for the second brake release periods (x). The skid control unit may be adapted to induce the shorter brake release periods in the brake at the opposite end of the axle to the wheel at impending lock. In this case, particularly if the axle is a steering axle, the yawing motion of the vehicle when the wheels are on surfaces of different coefficients of friction is greatly reduced, while still allowing the wheel on the surface of higher coefficient of friction to take advantage of the better braking allowed on that surface. Each brake release period induced in a wheel not at impending lock is preferably arranged to be of the same fixed length, which, at least when the main release periods are above said predetermined magnitude, is shorter than the brake release periods of the wheel at impending lock. Preferably, if the brake receiving the induced shorter brake release periods undergoes its own brake release period due to impending brake lock, the skid control unit is adapted to suppress the induction of shorter brake release periods induced in response to impending lock of another wheel, until a pre-set period after the locally initiated brake release period has ended. Preferably, a shorter brake release period is only induced when the leading edge of an actuating signal is associated with the same brake as the cancelling edge of the previous actuating signal. In one embodiment, the shorter brake release pulses may be applied to all other brakes not at impending lock, when one sensor senses an impending wheel lock. This prevents serious overshoot of pressure at all the brakes receiving the shorter brake release periods. The skid detection thresholds may be slightly reduced until a first skid signal is detected, thereby preventing serious pressure overshoot at the first channel to detect the initial skid condition. The threshold reduction may be delayed until a pre-set point in time after the brake application is first started. The threshold may actually be increased at the point when the brake is applied to prevent a false skid detection caused by wind-up of the suspension elements if the brakes are applied very quickly. This threshold may then be reduced to either the normal level or pulsed to a lower level. The skid detection thresholds may be reduced when all the wheels have achieved a pre-set deceleration, lower than the threshold, within a pre-set period of the brakes being applied. By way of example only, a specific embodiment of the present invention will now be described, with reference to the accompanying drawings, in which:- Fig.1 is a schematic layout of a two-axle vehicle provided with a relay-operated anti-skid pneumatic system; Fig.2 is a schematic layout in more detail of the system arrangement for one of the two axles of Fig.1; Fig. 3 is a cross-section through a one-way valve used in one embodiment of the present invention; Fig. 4 is a performance graph; Fig. 5 is an outline flow diagram of the software of the electronic control circuitry; and Fig. 6 shows the basic microprocessor layout which acts on software program in accordance with the performance graphs. In the anti-skid pneumatic braking system illustrated in the drawings, brakes 1, 2, 3, 4 are provided on each of two front wheels 5, 6 on a first axle of a vehicle, and on two rear wheels 7, 8 on a second axle of the vehicle, respectively. Each wheel is provided with a respective speed sensor 9, 10, 11 and 12, and the output signals from the sensors are fed into an electronic control module 13 in the form of a microcomputer which differentiates the signals and emits energising currents for operating front and rear skid control units 14 and 15. Each skid control unit 14, 15 controls the supply of operating pneumatic pressure under the control of a treadle valve 29 (see Fig.2) to a relay valve 16, 17 for each respective wheel, and each relay valve 16, 17 in turn, controls the supply of air under pressure from a reservoir 18,19 to the brakes 1 and 2, and 3 and 4. Since the arrangements provided on both axles are similar, only that of the front axle will be described. Figure 2 shows, schematically, the construction of the skid control unit 14 for the brakes 5,6 on the front axle. As illustrated, a control pressure from the treadle valve 29 is supplied to an inlet passage 20 and through a normally open latch valve 21, operated by a solenoid 22, to the two relay valves 16 and 17 through passages 23 and 24, respectively. A one-way valve 25, 26, respectively, and a solenoid-operated cut-off valve 27,28 respectively, each incorporating a normally closed exhaust port, are located in each passage 23 and 24 between the latch valve 21 and the respective relay valve 16, 17. Each relay valve 16,17 is of known construction incorporating a piston 30 working in a bore 31 and operable, in response to the control pressure, to control a main valve 32 between the common reservoir 19, the respective brake 3, 4 and a central exhaust passage 39. A memory chamber 33, 34 is disposed between each solenoid valve 27,28 and a connection in the passage 23,24 between the one-way valve 25, 26 and the solenoid valve 27, 28, and one-way valves 35, 36 and 37, 38 are provided between the solenoid-operated valves 27, 28 and the chambers 33, 34 and between the memory chambers 33, 34 and the passages 23, 24. Finally a one-way valve 40, 41 is provided in a passage 42, 43 leading from the inlet passage 20 to each respective passage 23, 24 on the downstream side of the latch valve 21, between the two one-way valves 25, 37 and 26, 38 respectively. As illustrated in Fig. 3 each valve 40, 41 comprises a seating 44 of frusto-conical outline, and a valve member 45 in the form of a ball for engagement with the seating 44. The movement of the ball 45 away from the seating is limited by three angularly spaced, inwardly directed radial fingers 46 and, when the ball 45 is in engagement with the seating 44, a limited flow past the ball is permitted through a notch 47 in the seating 44. All the valves 21, 40, 41, 35, 37, 36, 38, 27, 28, 16 and 17 and other components (33, 34) on each axle are housed and defined within a common housing. In a normal inoperative position shown in Figure 2 of the drawings, the three solenoids 22, 47 and 48 are de-energised so that the latch valve 21 and the valves 27 and 28 are in the open position. Both relay valves 16, 17 are closed to isolate the brakes 3 and 4 from the reservoir 19. Upon operation of the treadle valve 29 the control pressure is supplied to the inlet passage 20, and through the open latch valve 21, since the one-way valves 40,41 are closed by that pressure. The control pressure flows through the one-way valves 25 and 26, the passages 23 and 24, and the open valves 27 and 28 to act on the pistons 30 of the relay valves 16,17. In addition the control pressure enters both memory chambers 33 and 34 through the respective one-way valves 35,36. The whole system is therefore subjected throughout to an equal control pressure. The pressure acting on the pistons 30 causes both relay valves 16,17 to operate in a known manner to supply air under pressure from the reservoir 19 to the actuators of the brakes in order to apply both brakes 3, 4 simultaneously. The pressure rises with time as shown in portion A, B of the graph of Figure 4. Upon release of the treadle at the end of the braking cycle, air from the brakes 3, 4 is released to atmosphere through the exhaust passages 39, and the control pressure is released through the one-way valves 40 and 41 and an exhaust port on the treadle valve. When the brakes are applied as described above, and one wheel, say wheel 5, passes onto a surface of low coefficient of friction (µ) with the wheel 6 travelling over a surface of relatively high coefficient of friction (µ), a so-called split µ situation arises. The sensor 9 emits a signal which is interpreted by the microcomputer in the electronic controller 13 as being indicative of an impending skid at wheel 5, in response to which the electronic controller 13 energises all three solenoids 22,47,48 as described above to close the latch valve 21 and the cut-off valves 27,28. However, preferably, there is a delay between the energising of the solenoids 47 and 48 and the energising of the latch solenoid 22. This is to provide "latch immunity". The controller monitors the solenoid firing time of solenoids 47,48 and assesses whether the firing was a "normal skid condition" or a "rough road or noise type condition" in dependence upon its length. If the skid condition was of the latter type, the short duration of the wheel solenoid firing is arranged to fail to cause actuation of the latch solenoid 22 and when the intermittent firing has passed, the brake application continues at its "normal" applied rate. It can be seen from Fig. 4 that the solenoids 47, 48 are initially energised by the controller 13 for the same, fixed length of time (t), the duration of this first cycle solenoid energistion being dependent on the last of the two wheels to achieve the speed threshold indicative of that wheel no longer being about to lock. At this time both brakes are arranged to be re-applied. Closure of the latch valve 21 which isolates the direct flow of control pressure from the inlet passage 20 to the passages 23, and 24, but a restricted flow into the passages 23 and 24 still takes place through the notches 47 in the seatings 44 of the one-way valves 40,41. Closure of the valves 27,28 isolates the passages 23 and 24 from the relay valves 16 and 17, which close by the exhaustion to atmosphere through the exhaust port 50 of the control pressures acting on the pistons 30. The pressure then drops from points B as shown in Figure 4. Due to the presence of the one-way valves 35,36, a memory pressure is trapped in each memory chamber 33,34, and that pressure is equal to the value of the control pressure applied to the pistons 30 when the skid signal was emitted by the sensor 9 at the skid point. Once the microcomputer in the electronic controller interprets from the signal from sensor 9 that the wheel 5 is no longer about to skid, the electronic controller 13 cuts off the energising current to the two solenoids 47,48 so that the valves 27,28 open again, but the solenoid 22 is held energised by the controller 13 to hold the latch valve in its closed position. Opening the valves 27,28 enables the pressures trapped in the memory chambers 33,34 to be released through the one-way valves 37,38 to act on the pistons 30 and act as application pressures to cause the relay valves 16,17 to operate again to re-apply the brakes 1,2 as described above. Since the volumes of the chambers 33,34 have to fill the remainder of the passages and the spaces in the bores 31 above the pistons 30, known as the application chambers, such volumes will only be sufficient to raise the brake pressure rapidly in a first stage up to a knee or changeover point D, as shown in Figure 4, which is lower than the point B. Thereafter the brakes are re-applied, in a second stage, but at a rate of pressure increase slower than that of the first, by the flow to the relay valves 16,17 of a restricted flow of fluid through the notches 47 in the seatings of the one-way valves 40,41. This is depicted in the graph of Figure 4 by the line D E. The brakes 1,2 are thus re-applied to their respective wheels 5,6 but if wheel 5 is still on a low µ surface and the wheel 6 is on a relatively high µ surface, the sensor 1 will, very shortly after having the braking re-applied, detect that the wheel 5 is about to skid again, and will indicate this fact to the electronic controller 13. The electronic controller 13 thus again energises both solenoids 47,48 simultaneously, relieving the pressure on brakes 1 and 2. However, unlike the first energising, the solenoids 47,48 are not held in the energised state for the same length of time. Since the sensor 10 of wheel 6 does not indicate that the wheel 6 is about to skid, the solenoid 48 is arranged only to be energised for a short period x₄, determined by software in the electronic controller 13 to be shorter than the period for the previous energising of the solenoid 48 and also shorter than the period y₁ for which the other solenoid 47, associated with wheel 5, is energised. The period y₁ is dependent upon the signal from sensor 9 indicating that wheel 5 is no longer about to lock. The pressure increase is in two stages (increase from the memory chamber 34 and then a gentler increase via the one-way valve 41), since the period x₄ is sufficiently long for the pressure to fall below the "knee-point" on the graph. For the wheel 5, which is the wheel on the low µ surface, the re-application of pressure is also in two stages, since the period y for which the solenoid 47 is energised must allow the pressure to be reduced to a very low value to prevent wheel skid occurring. Thus, the braking on wheel 6 re-commences slightly before that on wheel 5. As before, the re-commencement of braking for wheel 5 by de-energising solenoid 47, is allowed to occur only when the wheel 5 is no longer in danger of skidding. Also as before, the sensors 9,10 are still detecting whether their associated wheels 5,6 are about to skid. When an impending skid is detected by sensor 9, the solenoids are immediately energised, thus reducing the braking pressures in the brakes 1,2. Since sensor 10 indicates that the wheel 6 is not about to skid, the electronic controller 13 energises the solenoid 48 associated with brake 2 for a second period x₄ which is shorter than the period y₂, which is the time for which solenoid 47 is energised. This sympathetic firing of solenoids continues for as long as necessary. The effect of this is that the brake pressure in brake 2 gradually increases overall with time, up to the point F. However, the pressure is increased in brake 2 to such an extent that the associated wheel 6 may then also be in danger of locking, as indicated by dip G in the wheel speed of wheel 6 on Fig. 3. It will be seen that the solenoid pulse H for solenoid 48 commences slightly earlier than that H' for solenoid 47, with the result that no sympathetic energising of solenoid 47 occurs, since the electronic controller 13 is arranged to produce sympathetic energising only when the leading edge of a solenoid pulse signal is from the same circuit as the cancelling edge of the previous pulse. However, the wheel 5 is still in danger of locking, and the associated solenoid 47 is energised independently to prevent this, as explained before. In the example shown, the single reduction of pressure in brake 2 is sufficient to prevent locking of wheel 6. However, the wheel 5 is still in danger of locking, and the solenoid 47 is therefore repeatedly energized as previously described. However, for the first energizing (I) of solenoid 47 after the pulse H of the other solenoid 48, no sympathetic energizing of the solenoid 48 occurs, since the electronic controller 13 inhibits the sympathetic energising of solenoid 48 for a pre-set period, stored in the electronic controller 13, after the pulse H has ended. However, subsequent energizing of solenoid 47 results in sympathetic energizing of solenoid 48, since the pre-set period stored in the controller 13 has then elapsed. Certain features of the invention are not discussed in the above example. For example, if, because of very low adhesion, the solenoid 47 is energised for longer than a pre-set time (stored in the electronic controller 13), the other solenoid 48 is energised for a second time in order to reduce the mounting pressure differential between the two brakes at opposite ends of the same axle. This aims to prevent differential braking across an axle causing serious steering pull. Also, in an alternative embodiment, when impending wheel lock is sensed at one wheel, sympathetic energising of the solenoids associated with other brakes on other axles may be induced, as opposed to merely those on the same axle. This prevents serious overshoot of pressure at all the channels. As a further alternative, the skid detection thresholds are slightly reduced until the first skid signal is detected, thereby preventing serious pressure overshoot at the first channel which detects the initial skid condition. The threshold reduction is delayed until a pre-set point in time (stored in the controller 13) after the brake application is first started. The threshold is actually increased at the point when the brake is applied, to prevent a false skid detection caused by wind up of the suspension elements if the brakes are applied very quickly. This threshold is then reduced either to the normal level, or is pulsed to a lower level as above. Alternatively, the skid detection thresholds are reduced when all the wheels have achieved a pre-set deceleration, lower than the threshold, within a pre-set period of the brakes being applied. Thus, the system described with reference to Fig. 4, all sympathetic firings after the first are of a constant, short period x₄ as shown in Fig. 4, provided that the main activating firings y₁, y₂ .. are greater than the predetermined value x₄. For example, in a preferred embodiment, the value of x₄ is set at about 32 m secs. Provided that the period of any given main activating release period y is greater than 32m secs then all sympathetic firings x following the first (+) are made of length equal to 32 m secs. However, should y ever drop below 32 m seconds, then the sympathetic firings do not remain at 32 m secs but are reduced to a value equal to that of y for as long as y remains below 32 m secs. Referring now to Fig. 5, there is shown very generally the software of the microcomputer in the controller 13. Such software includes the usual initialisation routines which are carried out at reset whenever power is supplied to the computer after a period of disconnection (usually effected by the vehicle ignition switch). Following such initialisation routines, the computer gathers (60) information from the various wheel speed sensors 9,10,11 and 12 and calculates (62) wheel and vehicle variables from the sensor information. In the case of each wheel (64), the software checks (66) for that wheel being in a skid or impending skid situation and either sets (68) a pressure reduction flag or clears (70) the pressure reduction flag depending upon the check (66). Likewise the software checks (72) whether a pressure fall flag is set for that wheel. If it is not set, then preparation is made (74) to cancel the pressure fall condition. If it is set, then preparation is made (76) to actuate a pressure fall. When all wheels have been checked (78), the software checks (80) whether any wheel has just demanded a pressure fall (release). If it has, then sympathetic release periods of the other wheel(s) are instigated (82). The length of the sympathetic firings (x) is set at a predetermined magnitude (e.g. 32 m secs). The software monitors (84) whether the main firing (release) has just turned off. If it has, the software then checks (86) whether the main release period (y) at the wheel at impending lock was greater than the selected predetermined magnitude (32 m secs). If it was not, then the demand for sympathetic firing is immediately cancelled (88). The result is that if the main release period (y) exceeds 32 m secs, then the sympathetic firings (x) have a constant duration equal to 32 m secs but if the main release period was less than 32 m secs, then the release period at the wheels not at impending lock is set at the same duration as for the wheel which is at impending lock. The solenoids (47,48) for releasing the brakes at the relevant wheels are then driven accordingly (90). Finally, Fig. 6 shows a very general layout of the microcomputer in the controller 13 which operates on the incoming sensor operation to derive the solenoid release operations shown in Fig. 4.

Claims: An anti-skid braking system for a vehicle comprising a supply of fluid for actuating a plurality of wheel brakes (1-4), a skid control unit (14, 15) interposed between the fluid supply and the brakes, sensors (9-12) to detect the skidding of a plurality of wheels, actuating means (13) responsive to skid signals from the sensors and adapted to actuate the skid control unit (14, 15) to relieve the fluid pressure at the brake of the wheel at impending lock by means of a plurality of successive first brake release periods (y₁, y₂ ...), and means effective such that, when an impending skid condition is detected at one wheel, the skid control unit also induces second brake release periods (x) in at least one of the brakes of the wheels not at impending lock, the second periods (x) being of shorter duration than the first periods (y₁, y₂...), at least when said first periods (y) are above a preset length, characterised in that the second periods (x) are initiated concurrently with the first periods (y), said preset length corresponds to a predetermined length for the second periods (x), and the control of the length of said second brake release periods (x) is independent of the controlled response of said one wheel at impending lock, unless the length of said first brake release periods (y) is equal to or shorter than said predetermined length for the second brake release periods (x). An anti-skid braking system as claimed in claim 1, wherein if the brake receiving the induced shorter, second brake release periods (x) undergoes its own brake release period due to impending brake lock, the skid control unit suppresses the induction of shorter brake release periods induced in response to impending lock of another wheel, until a pre-set period after the locally initiated brake release period has ended. An anti-skid braking system as claimed in claim 1 or 2, wherein a shorter, second brake release period (x) is only induced when the leading edge of an actuating signal is associated with the same brake as the cancelling edge of the previous actuating signal. An anti-skid braking system as claimed in any of claims 1 to 3, wherein said shorter, second brake release periods (x) occur at all other brakes not at impending lock, when the sensor associated with any one brake senses an impending wheel lock at that brake. An anti-skid braking system as claimed in any of claims 1 to 4, wherein the skid detection thresholds are slightly reduced until a first skid signal is detected, thereby preventing serious pressure overshoot at the first channel to detect the initial skid condition. An anti-skid system as claimed in claim 5, wherein threshold reduction is delayed until a pre-set point in time after the brake application is first started. An anti-skid system as claimed in any of claims 1 to 6, wherein the skid detection thresholds are increased at the point when the brake is applied in order to prevent a false skid detection caused by wind-up of the suspension elements if the brakes are applied very quickly. An anti-skid system as claimed in claim 7, wherein, following a period of threshold increase, the threshold is either reduced abruptly to the normal level or is pulsed to a lower level. An anti-skid system as claimed in any of claims 1 to 4, wherein the initial skid detection thresholds are reduced when all the wheels have achieved a pre-set deceleration, lower than the initial threshold, within a pre-set period of the brakes being applied. An anti-skid system as claimed in any of claims 1 to 9, wherein the skid control unit induces the shorter, second brake release periods in the brake at the opposite end of the axle to the wheel at impending lock.

Inventors: BREARLEY MALCOLM, PHILLIPS MARK IAN, PRESCOTT ROBERT DAVID, ROSS COLIN FORD, BREARLEY, MALCOLM, PHILLIPS, MARK IAN, PRESCOTT, ROBERT DAVID, ROSS, COLIN FORD
Applicants: LUCAS IND PLC, LUCAS INDUSTRIES PUBLIC LIMITED COMPANY
Application year: 1988
Main classification: B60T8
IPC codes: B60T8