EP0159835B1 - Verfahren und Vorrichtung zum Regeln eines Motors - Google Patents

Verfahren und Vorrichtung zum Regeln eines Motors Download PDF

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Publication number
EP0159835B1
EP0159835B1 EP85302273A EP85302273A EP0159835B1 EP 0159835 B1 EP0159835 B1 EP 0159835B1 EP 85302273 A EP85302273 A EP 85302273A EP 85302273 A EP85302273 A EP 85302273A EP 0159835 B1 EP0159835 B1 EP 0159835B1
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EP
European Patent Office
Prior art keywords
engine
operating levers
condition
governor
decelerator
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
Application number
EP85302273A
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English (en)
French (fr)
Other versions
EP0159835A1 (de
Inventor
Katsuyuki No. 6 Higashi-Hieijo-Cho Sasaki
Satoshi Sakaguchi
Yoshihiro Nagata
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Komatsu Ltd
Original Assignee
Komatsu Ltd
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
Priority claimed from JP6292584A external-priority patent/JPS60206944A/ja
Priority claimed from JP59261828A external-priority patent/JPS61142338A/ja
Application filed by Komatsu Ltd filed Critical Komatsu Ltd
Publication of EP0159835A1 publication Critical patent/EP0159835A1/de
Application granted granted Critical
Publication of EP0159835B1 publication Critical patent/EP0159835B1/de
Expired legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/22—Hydraulic or pneumatic drives
    • E02F9/2246—Control of prime movers, e.g. depending on the hydraulic load of work tools
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/22—Hydraulic or pneumatic drives
    • E02F9/2278—Hydraulic circuits
    • E02F9/2292—Systems with two or more pumps
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/22—Hydraulic or pneumatic drives
    • E02F9/2278—Hydraulic circuits
    • E02F9/2296—Systems with a variable displacement pump

Definitions

  • This invention relates to methods and apparatus for controlling an engine. More particularly, the invention is concerned with the control of the engine of a construction vehicle having one or more hydraulically actuated work implements and respective operating levers therefor.
  • Construction vehicles such as power shovels etc. are operated for excavation and earth moving etc. with their engines running at full speed. Between any two excavating and earth moving operations, there may be intervals such as time waiting for dump trucks. During such intervals, it would be desirable for the engine to idle in order to avoid unnecessary noise and practice fuel economy. However, it is troublesome for operators to shift the fuel control lever to its idling position each time there is an interval between work operations.
  • This engine control system utilizes the fluid pressure delivered by the hydraulic pump in the working circuit to urge the governor control lever in the direction of full speed rotation.
  • the system suffers from the difficulty that these changes in hydraulic pressure, which may occur for a number of reasons, may affect the rotational speed of the engine in an undesired fashion. For example, when an implement is lowered, its dead weight aids lowering, so reducing the rise in fluid pressure. This is true also in the case of turning of a turning unit of a vehicle where its own inertia has an influence.
  • a method for controlling the engine of a construction vehicle having one or more hydraulically actuated work implements and respective operating ievers therefor and a decelerator system characterised in that said decelerator system is automatically temporarily actuated immediately after all said operating levers have been returned to their respective neutral positions, said decelerator system thereby causing the rate of revolution of the engine to be reduced by a small extent, said engine is then allowed to run under such reduced revolution condition for a predetermined period, and said decelerator system is then automatically actuated again to reduce the rate of revolution of the engine to an idling speed condition.
  • apparatus for controlling the engine of a construction vehicle having one or more hydraulically actuated work implements and respective operating levers therefor; the apparatus comprising a mechanism adapted for mechanically transmitting a manipulated variable produced by a fuel control lever through the intermediary of a loose spring to a governor for the engine and an hydraulic actuator coupled to said mechanism between the loose spring and the governor and adapted when actuated to return the governor from its full speed to its idling position; said apparatus being characterised by means adapted to detect the condition in which all said operating levers are in their inoperative conditions, and timer means responsive to said detection means for actuating said hydraulic actuator when the said condition has been detected continuously for more than a predetermined period of time.
  • apparatus for controlling the engine of a construction vehicle having one or more hydraulically actuated work implements and respective operating levers therefor; the apparatus comprising a mechanism adapted for mechanically transmitting a manipulated variable produced by a fuel control lever through the intermediary of a loose spring to a governor for the engine, and a hydraulic actuator coupled to said mechanism between the loose spring and the governor and adapted when actuated to return the governor from its full speed to its idling position; said apparatus being characterised by means adapted to detect the condition in which each said operating of lever is at its neutral position; and timer means including a first timer responsive to said detection means and adapted immediately upon such detection temporarily to actuate said hydraulic actuator and a second timer adapted to actuate said hydraulic actuator again a predetermined time after the first timer.
  • an hydraulic pump is exclusively used for decelerator control of the governor without having to use fluid under pressure delivered from the hydraulic pumps for the work implements.
  • the governor control is immune to pressure fluctuations in the work implement hydraulic circuits during working for reasons such as those mentioned above.
  • the fluid delivered from the governor hydraulic pump control is itself controlled by means of a solenoid control valve which extends and contracts the decelerator cylinder piston rod.
  • the solenoid control valve is changed over in electrical response to the positions of the implement operating levers.
  • the arrangement may employ a single timer such that the governor control lever is held at its full speed running position for a few seconds (typically for about 4 seconds) after all operating levers have been returned to their neutral positions, then automatically moving to its idling position.
  • the timer control is in two stages so that the governor control lever is moved towards its idling position immediately after all operating levers have been returned to their neutral positions, thus causing an initial small reduction in the rate of revolution of the engine, the governor control lever being again moved to its idling position thereafter to enable a further substantial reduction in the rate of revolution of the engine.
  • the vehicle suitably has operating levers comprising both implement operating levers and running operation levers.
  • the implement operating levers serve to actuate proportional pilot control valves which control the fluid pressure supplied by variable displacement pumps driven by the engine into implement operating hydraulic actuators. Detection of the condition in which all the implement operating levers are in their inoperative condition is made by means of a pressure switch which detects the pressure of the fluid discharged through the proportional pilot control valves.
  • the hydraulic actuator comprises a decelerator cylinder which is fixedly secured in the vehicle and has a pressure chamber therein and, on the head side thereof, a piston rod which is coupled through a yoke having an elongate hole formed therein to the transmission mechanism for the governor.
  • a solenoid valve responds to the detection signal received from the timer indicating that all the control levers are in their inoperative condition and supplies fluid under pressure delivered by an hydraulic pump into the pressure chamber of the decelerator cylinder. It is this hydraulic pump which, as mentioned above, is independent from the implement operating hydraulic pumps.
  • the arrangement is such that when the hydraulic actuator is under inoperative condition, movement of the mechanism caused by a fuel control lever is absorbed by the elongate hole of the yoke so that the hydraulic actuator has no influence upon the operation of the fuel control lever, while, on the other hand, when the hydraulic actuator is under operating condition, movement of the governor transmission mechanism is restricted by one end of the elongate hole of the yoke.
  • FIG. 1 to 6 in the apparatus illustrated in Figs. 1 to 4, there is shown an engine 1 having a governor 2 and a control lever 3 for controlling the governor.
  • the arrangement is such that when the control lever 3 occupies a stop position I, an idling position II and a full speed position III, respectively, the engine 1 is respectively stopped, run idly and run at full speed.
  • the control lever 3 is connected through a loose spring means 4, a link 5 and a rod 6 to a manual fuel control lever 7.
  • a piston rod 10 of a decelerator cylinder 9 is connected through a yoke 8 having an elongate hole formed therein to the intermediate portion of the control lever 3.
  • the pressure chamber 11 defined in the bottom of the above-mentioned decelerator cylinder 9 is connected through a solenoid valve 12 with a hydraulic pump 13 used exclusively for controlling the decelerator.
  • the solenoid valve 12 has an "off" (neutral) position 12a, "decelerating” position 12b and “drain” position 12c.
  • the solenoid valve 12 is normally biased to "off" position 12a, and is changed over to "decelerating" position 12b or “draining" position 12c by selectively energizing a first solenoid 14a or a second solenoid 14b.
  • Both the above-mentioned solenoids 14a and 14b are connected through a timer circuit 16 with a power supply 17.
  • This timer circuit 16 is arranged as shown in Fig. 2, and comprises a normally open switch 18 interconnected between the first solenoid 14a and the power supply 17, a normally closed switch 19 interconnected between the second solenoid 14b and the power supply 17, an induction coil 20 for the normally open switch 18, an induction coil 21 for the normally closed switch 19, and a first timer 22 and a second timer 23 which are interconnected between the induction coil 20 of the normally open switch 18 and the input side thereof.
  • the input side of the timer circuit 16 is connected through an auto-decelerating switch 24, the left and right running limit switches 25 and 26, and a pressure switch 27 with the power supply 17.
  • the above-mentioned running limit switches 25 and 26 are adapted to be rendered on and off by means of the left and right running operating levers 28 and 29, respectively. In brief, the limit switches 25 and 26 are turned off when the levers 28 and 29 are manipulated.
  • Reference numerals 30 and 31 denote proportional pilot control valves (PPC valves). Both the proportional pilot control valves 30, 31 are connected with the above-mentioned hydraulic pump 13 for controlling the decelerator.
  • PPC valves proportional pilot control valves
  • the control fluid pressure supplied into actuators for implements for example, directional control valves (not shown) installed in a hydraulic circuit for the boom cylinder, the arm cylinder, the bucket cylinder and the turning motor, etc., is controlled to thereby control or change over the directional control valves.
  • the circuits of the proportional pilot control valves 30 and 31 are connected through a shuttle valve 32 with the pressure switch 27. When the proportional pilot control valves 30 and 31 are actuated by operating the levers 30a, 30b, 31 a and 31 b, the pressure switch 27 is rendered off.
  • the first timer 22 is rendered on immediately after the input side of the timer circuit 16 has received an input, thereby holding the "ON" condition for an extremely short time, for example, about one second, and then rendered off.
  • the second timer 23 is adapted to be rendered on a predetermined time, for example, about four seconds after the timer circuit 16 has received an input. This second timer 23 is rendered off when the input to the timer circuit 16 is cut off by manipulating the operating lever for running or the operating lever for implement.
  • the manipulated variable produced by the fuel control lever 7 is transmitted to the governor 2 of the engine 1 through a rod-link assembly comprised of the rods 6 and 5, the cylinder 4 including the loose spring 4a, and the rod 3, the number of revolutions of the engine 1 is controlled in accordance with the amount of fuel injected in response to the position of the governor 2.
  • the stop position I of the fuel control lever 7 corresponds to the position where no fuel is supplied by the governor 2.
  • the positions II and III of the fuel control lever 7 correspond to the engine idling position and the engine full speed running position, respectively.
  • the engine 1 of the construction vehicle is normally run at its full speed so as to develop its maximum output.
  • the fuel control lever 7 is normally set at a full speed running position as shown in Fig. 3.
  • the movement of the control lever 3 of the governor 2 is not subject to any mechanical interference by the decelerator cylinder 9 because of the presence of the elongated hole 8a of the yoke 8.
  • the timer circuit 16 will detect this condition and turn the solenoid valve 12 on thereby supplying fluid under pressure through the solenoid valve 12 into the decelerator cylinder 9, In consequence, the piston rod 10 within the decelerator cylinder 9 is extended as shown in Fig. 4 to engage one end 8a of the elongated hole of the yoke 8 with a pin 3a of the rod 3 and push the rod 3 back in the direction shown by arrow A.
  • the governor 2 is moved to the auto-decelerating position so that the number of revolutions of the engine 1 may be automatically reduced to a rotating speed lower than the full speed. Further, the movement of the rod 3 at that time is absorbed by the cylinder 4 having the loose spring 4a so as not to allow actuation of the rods 6 and 5 and the fuel control lever 7.
  • the left and right running limit switches 25 and 26 and the pressure switch 27 will be turned on so that the timer circuit 16 will receive an input.
  • the normally closed switch 19 is turned on and the first timer 22 is rendered on immediately for a short period, and as a result, the normally open switch 18 is rendered on for a short time, and then rendered off.
  • the second timer 23 is actuated thereby turning the normally open switch 18 on.
  • the operation time chart of the solenoid control valve 12 under the above-mentioned condition is as shown in Fig. 6.
  • the input to the timer circuit 16 is rendered off, and as a result, the second timer 23 is turned off, and at the same time, the normally closed switch 19 is turned on. Consequently, the solenoid control valve 12 will occupy its drain position 12c to release the decelerating operation so that the engine 1 may be returned to the full speed running condition set by the fuel control lever 7.
  • a first difference of the embodiment shown in Fig. 7 from that shown in Fig. 1 resides in that the fuel control lever 7 is provided with a potentiometer 7a which is adapted to detect the manipulated position of the lever 7 and input a detection signal to the timer circuit 16.
  • the function of the potentiometer 7a is to detect whether or not the manipulated position of the fuel control lever 7 corresponds to a position which meets the number of revolutions of more than that required to actuate the auto-decelerator system, for example, more than 1,400 r.p.m.
  • the detection of the number of revolutions of the engine is not limited to the use of the potentio- . meter 7a fitted to the fuel control lever 7, and instead the engine may be provided with a detector capable of reading out directly the number of revolutions of the engine and transmitting a detection signal to the timer circuit 16.
  • the solenoid valve 12 has two positions only, i.e., "decelerating" position 12b and “draining” position 12c, and "off" (neutral) position is omitted. Therefore, a solenoid is provided only on the side of the decelerating position.
  • the solenoid valve 12 is normally urged by the force of a spring to the draining position.
  • a third difference of the second embodiment from the first embodiment resides in that only one timer is provided in the timer circuit. However, if it is desired, as in the case of the first embodiment, to reduce the number of revolutions of the engine in two stages, it can be achieved by providing two timers in the timer circuit 16 and using solenoid valve 12 having the construction shown in Fig. 1.
  • the fuel control lever 7 In the case where the fuel control lever 7 is located at a position indicating a number of revolutions of more than that at the time of auto- deceleration (for example, the full speed running position), it is detected whether or not the circuit (detection circuit) including the aforementioned auto-decelerating switch 24, the running limit switches 25 and 26, and the pressure switch 27 connected in series is closed.
  • the circuit detection circuit including the aforementioned auto-decelerating switch 24, the running limit switches 25 and 26, and the pressure switch 27 connected in series is closed.
  • the timer provided in the timer circuit 16 is actuated. This timer serves to measure the time for which the above-mentioned detection circuit is closed. If the closed circuit condition continues for a predetermined time, for example, four seconds, the timer will transmit a signal which turns the solenoid valve 12 on.
  • the timer is reset when the detection circuit is closed. Therefore, if for example the implement operating levers are manipulated when the auto-decelerator system is actuated to reduce the number of revolutions of the engine, the above-mentioned detector circuit is opened so that the solenoid valve 12 may assume draining position 12c. In consequence, the spring 15 mounted within the decelerator cylinder 9 will push the piston rod 10 back to thereby allow the fluid under pressure within the cylinder 9 to flow into drain sump 33. At the same time, a loose spring 4a in the cylinder 4 which has been compressed will extend thereby allowing the rod 3 of the governor 2 to return to the full speed running position as shown in Fig. 3. The above- mentioned operation is shown schematically in the form of a flow chart in Fig. 8.
  • each of the implement operating levers may be provided with a limit switch to detect the neutral position of each of the levers so that inoperative condition will occur when all the limit switches detect the neutral positions of respective levers at the same time.
  • the rate of revolution of the engine will be at a rate reduced as compared with the full speed running condition, and therefore a reduction in fuel consumption and noise level can be achieved as compared with the prior systems.
  • the engine moves to a first stage deceleration condition, and in a predetermined time it moves to a second stage deceleration condition.
  • the first stage deceleration may serve to draw the attention of an operator to the fact that the engine is being decelerated, and if wished, the operator may then manipulate the levers accordingly.
  • Two systems operate in parallel. First there is the system of controlling the governor by means of the fuel control lever; and then there is the system of automatically controlling the governor by means of the controller. Therefore, even when a failure occurs in the electrical system, the number of revolutions of the engine can still be controlled.
  • the arrangement is such that no mutual interference occurs between the two control systems.

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  • Engineering & Computer Science (AREA)
  • Mining & Mineral Resources (AREA)
  • Civil Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Operation Control Of Excavators (AREA)

Claims (7)

1. Verfahren zum Regeln des Motors eines Baufahrzeugs mit einem oder mehreren hydraulisch betätigten Arbeitsgeräten und entsprechenden Bedienungshebeln für diese und mit einem Gasreduziersystem, dadurch gekennzeichnet, daß das Gasreduziersystem nach Rückkehr sämtlicher Bedienungshebel in ihre jeweiligen Neutralstellungen automatisch für einige Sekunden betätigt wird, wodurch das Gasreduziersystem eine Verminderung der Motordrehzahl aus dem Höchstdrehzahlzustand in einen Leerlaufzustand ermöglicht.
2. Verfahren zum Regeln des Motors eines Baufahrzeugs mit einem oder mehreren hydraulisch betätigten Arbeitsgeräten und entsprechenden Bedienungshebeln für diese und mit einem Gasreduziersystem, dadurch gekennzeichnet, daß unmittelbar nach Rückkehr sämtlicher Bedienungshebel in ihre jeweiligen Neutralstellungen das Gasreduziersystem automatisch kurzzeitig betätigt wird, wodurch es eine Verringerung der Motordrehzahl um einen kleinen Wert bewirkt, daß der Motor dann während einer vorbestimmten Zeitdauer auf dieser verringerten Drehzahl gehalten wird, und daß das Gasreduziersystem dann automatisch wieder betätigt wird, um die Motordrehzahl in einen Leerlaufdrehzahl-Zustand zu verringern.
3. Vorrichtung zum Regeln des Motors (1) eines Baufahrzeugs mit einem oder mehreren hydraulisch betätigten Arbeitsgeräten und entsprechenden Bedienungshebeln für diese; wobei die Vorrichtung umfaßt einen Mechanismus (3-6) zur mechanischen Übertragung einer von einem Kraftstoffstellhebel (7) erzeugten Stellgröße über eine lose Feder (4) zu einem Fliehkraftregler (12) für den Motor (1), und einen hydraulischen Steiler (8-11), der mit dem Mechanismus (3-6) zwischen der losen Feder (4) und dem Fliehkraftregler (2) gekoppelt ist und bei Betätigung den Fliehkraftregler aus seiner Höchstdrehzahl- in seine Leerlaufstellung zurückbringt; gekennzeichnet durch Mittel (24-27) zum Erfassen des Zustands, in dem sämtliche Bedienungshebel sich in ihrem Ruhezustand befinden, und einen auf die Erfassungsmittel (24-27) ansprechenden Zeitkreis (16), der den hydraulischen Steiler (8-11) betätigt, wenn dieser Ruhezustand kontinuierlich über eine vorbestimmte Zeitdauer hinaus erfaßt worden ist.
4. Vorrichtung zum Regeln des Motors (1) eines Baufahrzeugs mit einem oder mehreren hydraulisch betätigten Arbeitsgeräten und entsprechenden Bedienungshebeln für diese; wobei die Vorrichtung umfaßt einen Mechanismus (3-6) zur mechanischen Übertragung einer von einem Kraftstoffstellhebel (7) erzeugten Stellgröße über eine lose Feder (4) zu einem Fliehkraftregler (12) für den Motor (1), und einen hydraulischen Steiler (8-11), der mit dem Mechanismus (3-6) zwischen der losen Feder (4) und dem Fliehkraftregler (2) gekoppelt ist und bei Betätigung den Fliehkraftregler aus seiner Höchstdrehzahl- in seine Leerlaufstellung zurückbringt; gekennzeichnet durch Mittel (24-27) zum Erfassen des Zustands, in dem jeder Bedienungshebel seine Neutrallage einnimmt; und einen Zeitkreis (16) mit einem auf die Erfassungsmittel (24-27) ansprechenden ersten Taktgeber (22), der unmittelbar bei dieser Erfassung den hydraulischen Steiler (8-11) kurzzeitig betätigt, und mit einem zweiten Taktgeber (23), der den hydraulischen Steiler (8-11) eine vorbestimmte Zeit nach dem ersten Taktgeber erneut betätigt.
5. Vorrichtung nach den Ansprüchen 3 oder 4, wobei die Bedienungshebel Gerätebedienungshebel (30a, 30b, 31 a, 31 b) und Fahrbedienungshebel (25, 26) sind, dadurch gekennzeichnet, daß die Gerätebedienungshebel (30a, 30b, 31a, 31b) die Funktion haben, P-Vorsteuerventile (30, 31) zu betätigen, die den von vom Motor getriebenen Verstellpumpen zugeführten Fluiddruck in hydraulische Steller zur Gerätebetätigung regeln, und daß die Erfassung des Ruhezustands der Gerätebedienungshebel (30a, 30b, 31a, 31 b) mittels eines Durckschalters (27) erfolgt, der den Druck des durch die P-Vorsteuerventile (30, 31) austretenden Fluids erfaßt.
6. Vorrichtung nach einem der Ansprüche 3, 4 oder 5, dadurch gekennzeichnet, daß derhydraulische Steiler. (8-11) umfaßt: einen fest im Fahrzeug montierten Gasreduzierzylinder (9) mit einer darin befindlichen Druckkammer (11) und an seiner Kopfseite einer Kolbenstange (10), die über ein Joch (8) mit einem darin ausgebildeten Langloch mit dem Mechanismus (3-6) verbunden ist; und ein Magnetventil (12), das aufgrund eines vom Zeitkreis (16) empfangenen Erfassungssignals der Druckkammer (11) des Gasreduzierzylinders (9) Druckfluid zuführt, das von einer Hydropumpe (13) zugeführt wird, die zwar vom Motor (1) antreibbar, jedoch von der Hydropumpe für den Gerätebetrieb unabhängig ist.
7. Vorrichtung nach Anspruch 6, dadurch gekennzeichnet, daß die Kolbenstange (10) mit dem Mechanismus (3―6) so verbunden ist, daß im Ruhezustand des hydraulischen Stellers (8-11) die durch den Kraftstollstellhebel (7) bewirkte Bewegung des Mechanismus (3-6) von dem Langloch des Jochs (8) aufgenommen wird, so daß der hydraulische Steller (8-11) den Betrieb des Kraftstoffstellhebels (7) nicht beeinflußt, wogegen im Arbeitszustand des hydraulischen Stellers (8-11) die Bewegung des Mechanismus (3-6) durch ein Ende des Langlochs des Jochs (8) begrenzt wird.
EP85302273A 1984-03-30 1985-04-01 Verfahren und Vorrichtung zum Regeln eines Motors Expired EP0159835B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP62925/84 1984-03-30
JP6292584A JPS60206944A (ja) 1984-03-30 1984-03-30 オ−トデセル装置
JP59261828A JPS61142338A (ja) 1984-12-13 1984-12-13 オ−トデセル装置付きエンジンの制御方法
JP261828/84 1984-12-13

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Publication Number Publication Date
EP0159835A1 EP0159835A1 (de) 1985-10-30
EP0159835B1 true EP0159835B1 (de) 1987-06-10

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DE (1) DE3560243D1 (de)

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