EP0236691A2 - Pompe d'injection de combustible pour moteurs à combustion interne - Google Patents

Pompe d'injection de combustible pour moteurs à combustion interne Download PDF

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Publication number
EP0236691A2
EP0236691A2 EP87100605A EP87100605A EP0236691A2 EP 0236691 A2 EP0236691 A2 EP 0236691A2 EP 87100605 A EP87100605 A EP 87100605A EP 87100605 A EP87100605 A EP 87100605A EP 0236691 A2 EP0236691 A2 EP 0236691A2
Authority
EP
European Patent Office
Prior art keywords
pressure
valve
control
fuel injection
injection pump
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.)
Granted
Application number
EP87100605A
Other languages
German (de)
English (en)
Other versions
EP0236691A3 (en
EP0236691B1 (fr
Inventor
Gerald Höfer
Helmut Laufer
Max Dr. Straubel
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0236691A2 publication Critical patent/EP0236691A2/fr
Publication of EP0236691A3 publication Critical patent/EP0236691A3/de
Application granted granted Critical
Publication of EP0236691B1 publication Critical patent/EP0236691B1/fr
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/16—Adjustment of injection timing
    • F02D1/18—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse
    • F02D1/183—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/20—Fuel-injection apparatus with permanent magnets

Definitions

  • the invention relates to a fuel injection pump according to the preamble of the main claim.
  • a fuel injection pump of this type known from GB-A-20 56 716
  • the resilient member is acted upon by a bimetallic spring which is clamped fixed to the housing at one end and is provided with a heating winding.
  • this causes the bimetal spring to heat up and thus to change the basic setting of the bimetal spring by deforming it.
  • the bimetal spring must be constantly heated in order to transmit a certain preload to the valve closing element of the pressure valve.
  • control of a certain control pressure is characterized by the difficulty that the bimetal spring is subject to cooling and warming-up characteristics and thus reacts relatively sluggishly to a changing heating current in the heating winding. Significant fluctuations in the resulting control pressure can be expected here. Even if, as suggested, the known device is only intended for a so-called black-and-white control, its sluggish behavior is nevertheless disadvantageous.
  • a solenoid valve is provided as the control element, which is connected in parallel with a pressure-maintaining valve (FIG. 4).
  • both valves are directly connected to the control pressure chamber of the pressure control valve.
  • a pressure holding valve lying parallel to the pressure control valve is blocked. This pressure control valve is used to set a certain control pressure when the internal combustion engine is cold, whereby the function of the pressure control valve is canceled by blocking the relief line.
  • the invention has for its object to provide a fuel injection pump with which a large number of characteristic curves of the control pressure curve over the speed can be achieved with little effort for quick and exact setting of the start of injection with changing operating parameters. It should be possible to influence the control pressure acting in the pressure chamber of the pressure control valve as a function of several parameters such as air pressure, air or fuel temperature, speed or temperature of the internal combustion engines with a high degree of accuracy.
  • control pressure in the control pressure chamber of the pressure control valve can be modified in several small steps in an advantageous manner, it being possible for the injection timing to be adapted to the operating parameters of the internal combustion engine in a very simple manner without great electronic control effort.
  • the pressure valves can be connected in parallel or in series with one another according to claim 4, the control function of one pressure valve being controlled by series connection with a solenoid valve and the function of the other pressure valve being controlled by a solenoid valve connected in parallel.
  • This valve can also achieve a further variation of the control pressure as a function of operating parameters by clocking.
  • a particularly favorable embodiment results according to claim 5, where a pressure valve and an electrical control element are combined in one structural unit.
  • the series connection of several pressure valves provided results in a particularly simple, space-saving and easy-to-install configuration.
  • FIG. 1 shows a fuel injection pump according to the type of the invention and, with a valve serving to control the control pressure of the pressure control valve, which is acted upon by an analogously variable closing force
  • 2 shows a diagram of the control current curve in the embodiment according to FIG. 1
  • FIG. 3 shows a diagram of the displacement curve of the adjusting piston
  • FIG. 4 shows an embodiment with a switching valve and a check valve for controlling the control pressure of the pressure control valve
  • FIG. 5 shows the displacement curve of the 6, a first embodiment of the invention modified with respect to FIG. 4 with throttles to compensate for the influence of the speed
  • FIG. 7 a second embodiment in the form of a development of the embodiment according to FIG. 4, FIG.
  • FIG. 8 a diagram of the 9 a third exemplary embodiment
  • FIG. 10 a detailed illustration of the exemplary embodiment according to FIG. 9
  • FIG. 11 a diagram of the adjustment characteristic achievable with the embodiment according to FIG. 9
  • FIG. 12 a fourth Embodiment that shows an equivalent embodiment of embodiment 9.
  • an adjusting piston 3 engages via a pin 2 for the adjustment of the start of injection. This is displaceable by a pressure fluid located in a working space 4 against a return spring 5, with the further the piston being displaced in the direction of the spring, the injection timing is shifted early with respect to the top dead center of a piston of the associated internal combustion engine.
  • a feed pump 6 draws fuel from a fuel tank 7 and feeds it into a suction chamber of a conventional configuration of the fuel injection pump, from which the pump work spaces of the fuel injection pump are operated with force fabric are supplied.
  • the work space 4 is connected to the suction space via a line 9 containing a throttle 8.
  • the delivery pressure of the delivery pump 6 and thus the pressure in the suction chamber are initially controlled as a function of the speed, the pressure increasing proportionally with increasing speed.
  • This speed-dependent pressure causes the spray adjustment piston 6 to be displaced in the direction of early setting of the injection timing as the speed increases.
  • FIG 3 shows a diagram in which the stroke s of the adjusting piston is shown over the speed n.
  • I denotes the characteristic curve for normal operation. As the speed increases, there is a linear advance adjustment. II with a parallel characteristic is designated, which would have to be observed if the internal combustion engine in higher lying areas than usual, for. B. would be operated at a height of 2,200 m. Similar shifts also result for other environmental conditions, e.g. Air or fuel temperature or temperature of the internal combustion engine.
  • the pressure control valve 11 has the following configuration:
  • the pressure control valve 11 has a control piston 14 which is arranged in a cylinder 13 so as to be tightly displaceable and with its one end face 15 controls a drain opening 16 in the wall of the cylinder 13 .
  • the drain opening leads to a relief space, the z. B. can be the suction side of the feed pump 6 or the fuel tank 7.
  • the control piston 14 is loaded by a control spring 17 clamped between the control piston and the front closure wall of the cylinder 13 in such a way that the control piston 14 strives to achieve the To close drain opening 16.
  • the first end face 15 of the control piston borders a space 18 which is connected to the pressure side of the feed pump 6 via a pressure line 19.
  • a control pressure chamber 20 is enclosed in the cylinder 13, which is connected to the chamber 18 via a throttle bore 21 in the control piston 14.
  • a pressure line 23 leads out of the control pressure chamber 20 and leads to a pressure valve 24.
  • This has a ball 25 as a closing member, which controls the opening of the pressure line 23 into a valve chamber 26.
  • a relief line 34 leads from the valve chamber 26 to the relief chamber, which in turn can be, for example, the suction side of the feed pump 6 or the fuel reservoir 7.
  • This valve closing member is loaded by a resilient arm 27 and held in association with the nozzle-shaped mouth 28 of the pressure line 23.
  • the resilient arm is part of a rotary armature 29 of an electromagnet arrangement 30.
  • the electrical control device emits a control current formed as a function of the operating parameters to be taken into account, by means of which a more or less strong torque is exerted on the rotating armature.
  • a basic restoring force acts on the rotating armature, which is generated in a known manner either by springs or by permanent magnetism.
  • the resilient arm presses more or less strongly on the closing member 25 and thus determines the pressure in the control pressure chamber 20.
  • the connection piece can be closed completely by applying a corresponding current.
  • the suction space of the fuel injection pump 1 can be connected to the pressure line 23 via a ventilation line 36.
  • the vent line 36 is arranged a throttle 37, which is, however, considerably smaller than the throttle of the throttle bore 21.
  • the amount of flushing fuel is advantageously used to influence the pressure in the control pressure chamber 20.
  • the connection from the control pressure chamber 20 to the pressure side of the feed pump 6 can only be realized via such a line 23 instead of the throttle bore 21.
  • the pressure in the control pressure chamber 20 is thus controlled analogously by a control device which can take into account all relevant parameters for setting the injection timing.
  • a control device which can take into account all relevant parameters for setting the injection timing.
  • One can be superimposed Temporary early adjustment of the injection time is carried out with a cold internal combustion engine.
  • the design according to FIG. 4 is constructed with the same elements as the design according to FIG. 1.
  • a fuel feed pump 6 feeds into the suction space of a fuel injection pump 1, which has an adjusting device with adjusting piston 3 as in the exemplary embodiment according to FIG. 1 for the injection timing adjustment.
  • the pressure side of the feed pump 6 is also connected to a pressure control valve 11 of the same structure, the control pressure chamber can be relieved via the pressure line 23.
  • the pressure line 23 in this embodiment leads to a switching valve 41, which takes the place of the pressure valve 24 in the embodiment of FIG. 1.
  • This valve which is designed as a 2-2 valve, is electromagnetically controlled by a control device 32 ⁇ , which delivers switching pulses formed as a function of operating parameters to the switching valve 41.
  • the relief line 34 leads from the switching valve 41 to a relief space.
  • a connection between the pump suction chamber and the pressure line 34 can be established via a ventilation line 36 which contains a throttle 37.
  • a pressure valve 43 is arranged in parallel to the switching valve 41 in a bypass line and is designed as a check valve opening towards the relief side.
  • the switching valve in this embodiment can be controlled in a clocked manner by the control device 32, the pulse duty factor being changed in accordance with the operating parameters detected by the control device 32 ⁇ .
  • a quasi-analog control pressure is established in the control pressure chamber of the pressure control valve 11, similar to the embodiment according to FIG. 1
  • Pressure valve 43 is designed as a pressure limiting valve, with the help of which, in particular when the switching valve 41 is permanently closed, an excessive pressure on the delivery side of the feed pump or in the suction space is avoided during the warm-up phase of the internal combustion engine.
  • the adjustment piston travel is plotted as a function of the speed during the cold start.
  • control pressure for the pressure control valve 11 can also be changed in stages with the simplest control circuit. 4 is modified as follows:
  • the control pressure chamber of the pressure control valve is still relieved by the pressure line 23, which leads to a switching valve 41 ent.
  • the relief line 34 die leads from this switching valve to the relief space, in this case to the fuel reservoir 7.
  • a second relief line 44 branches off from the pressure line 32, in which a pressure valve 43 ⁇ is arranged.
  • This pressure valve corresponds to the pressure valve 43 in the bypass line 42 in the embodiment according to FIG. 4 and limits the maximum pressure prevailing on the delivery side of the delivery pump 6.
  • a first additional relief line is provided in parallel, which contains a second switching valve 46 and a second pressure valve 47 downstream thereof.
  • Both switching valves are controlled by an electrical control device 32 ⁇ , which, as in the above exemplary embodiments, is used for the injection timing adjustment necessary operating parameters recorded. Depending on the operating condition, this control device keeps both solenoid valves closed and either opens one or the other switching valve. For the cold start condition, both switching valves are closed, so that the pressure on the delivery side of the delivery pump 6 can rise unhindered until it is limited in its maximum value by the pressure valve 43 ⁇ . This corresponds to curve III in FIG. 8, where the pressure prevailing in the suction space, which also acts on the adjusting piston for the injection timing adjustment, is plotted against the speed.
  • curve I shows the adjustment characteristic under normal conditions of the internal combustion engine.
  • the first switching valve 41 ⁇ is open and the second switching valve 46 is closed.
  • the second switching valve 46 is opened and the first switching valve 41 ⁇ is closed.
  • the fuel can now flow out of the pressure line 23 via the second pressure valve 47 to the relief side, the opening pressure of the second pressure valve 47 being lower than the opening pressure of the pressure valve 43 ⁇ .
  • the feed pump 6 supplies the fuel injection pump (not shown) with fuel from the fuel reservoir 7.
  • the pressure side of the fuel delivery pump 6 is connected to the pressure control valve 11, from the control pressure chamber of the pressure line 39 ⁇ branches.
  • the outlet of the first valve arrangement 49 is connected to a relief line 34 ⁇ , in which a second valve arrangement 50, which is also controlled by the electrical control device 32 ⁇ , is arranged.
  • the outlet of the second valve arrangement 50 leads as a relief line 34 ⁇ to the suction side of the feed pump 6.
  • the structure of the valve arrangements 49 and 50 is shown in more detail in FIG. 10. This consists of a valve housing 51, in which a valve closing member 52 is arranged, which prevents the entry of z. B. the pressure line 39 ⁇ in z. B. controls the first valve assembly 49.
  • the valve closing member is loaded with a compression spring 53, which is supported on the housing and gives the valve closing member 52 the working characteristics of a pressure relief valve.
  • An armature 54 is also connected to the valve closing member 52, which plunges into an annular coil 55. This is controlled by the control device 32 ⁇ via a power supply line 56.
  • the interior of the valve assembly 49 also has an outlet 57 through which it is constantly connected to the subsequent relief line 34 ⁇ .
  • the second valve arrangement 50 is constructed in the same way as the first valve arrangement 49, with the difference that the closing force of the compression spring 53 in the first valve arrangement 49 is smaller than that of the compression spring in the second valve arrangement 50.
  • valve arrangements 49 and 50 When the ring coil is not energized, the two valve arrangements 49 and 50 consequently work like pressure limiting valves which are connected in series one behind the other. This too status corresponds to the operation in the warm-up phase with a cold internal combustion engine. Due to the valves connected in series, fuel can only flow off at very high pressure, so that the pressure in the suction space can initially rise very quickly with increasing speed when the internal combustion engine starts operating. Since no fuel flows through the pressure line 39 ⁇ , the pressure in the control pressure chamber of the pressure control valve is the same as that on the pressure side of the feed pump or in the suction chamber of the injection pump. The pressure control valve closes accordingly. With increasing speed, however, the pressure can only increase until both valve arrangements 49 and 50 open.
  • the start of the spray can be adapted to the most important operating situations of the internal combustion engine operated with the fuel injection pump with only two valve arrangements and with a very simple electrical control device.
  • the electrical control device consists essentially of threshold scarf ters that are provided with switching thresholds that are controlled and appropriately adapted by the corresponding sensors of the operating parameters.
  • FIG. 12 shows an equivalent eye design to the embodiment according to FIG. 9.
  • a first switching valve 59 and a second switching valve 60 are provided. These are designed as two-position three-way valves and can be switched electromagnetically.
  • the pressure line 39 ⁇ leading away from the pressure control valve 11 leads to an input of the first switching valve 59, the output of which is constantly connected to the relief line 34 ⁇ .
  • a first bypass line 61 branches off from the pressure line 39 ⁇ and leads to the second input of the first switching valve 59 and contains a first pressure stage valve 62.
  • the second switching valve 60 is connected into the relief line 34 ⁇ , a second bypass line 63 branching off from the relief line 34 ⁇ upstream of the second switching valve 60, which leads to the other input of the second switching valve 60.
  • a second pressure stage valve 64 is arranged in the second bypass line 63.
  • the switching valves 59 and 60 are switched so that they either release the passage between the pressure line 39 ⁇ and relief line 34 ⁇ , or establish the connection via the bypass line 61 or 63.
  • This switching state corresponds to the switching state of the first switching arrangement 49 or second switching arrangement 50 in the exemplary embodiment according to FIG. 5 with the magnet winding 55 not energized.
  • the pressure stage valves are designed such that the first pressure stage valve 62 has a lower opening pressure than the second pressure stage valve 64. Both are Pressure stage valves connected in series, this corresponds to the cold start situation. In this case, a high pressure builds up very quickly on the delivery side of the delivery pump 6, which is limited only by the common opening pressure of both pressure stage valves.
  • the curve KSB results in the pressure diagram over the speed. If only one or both of the pressure stage valves 62 and 64 are switched to passage, one of the parallel curves H, M or N results.
  • the above-mentioned embodiments have the advantage that there is no need for a separate thermostatic pressure-increasing device for the cold start spray start setting, and various operating areas of the internal combustion engine can be taken into account in a simple, controlled manner.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP87100605A 1981-09-29 1982-09-22 Pompe d'injection de combustible pour moteurs à combustion interne Expired EP0236691B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3138607 1981-09-29
DE19813138607 DE3138607A1 (de) 1981-09-29 1981-09-29 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP82108762.4 Division 1982-09-22

Publications (3)

Publication Number Publication Date
EP0236691A2 true EP0236691A2 (fr) 1987-09-16
EP0236691A3 EP0236691A3 (en) 1987-12-02
EP0236691B1 EP0236691B1 (fr) 1989-09-20

Family

ID=6142853

Family Applications (2)

Application Number Title Priority Date Filing Date
EP82108762A Expired EP0075856B1 (fr) 1981-09-29 1982-09-22 Pompe d'injection de combustible pour moteurs à combustion interne
EP87100605A Expired EP0236691B1 (fr) 1981-09-29 1982-09-22 Pompe d'injection de combustible pour moteurs à combustion interne

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP82108762A Expired EP0075856B1 (fr) 1981-09-29 1982-09-22 Pompe d'injection de combustible pour moteurs à combustion interne

Country Status (4)

Country Link
US (1) US4796592A (fr)
EP (2) EP0075856B1 (fr)
JP (1) JPS5867928A (fr)
DE (3) DE3138607A1 (fr)

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3410146A1 (de) * 1984-03-20 1985-10-03 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3418437A1 (de) * 1984-05-18 1985-11-21 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3813880A1 (de) * 1988-04-25 1989-11-02 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
DE3822257A1 (de) * 1988-07-01 1990-01-04 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3827206A1 (de) * 1988-08-11 1990-02-15 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3912624A1 (de) * 1989-04-18 1990-10-25 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
US5197441A (en) * 1989-06-03 1993-03-30 Lucas Industries Fuel injection pumping apparatus
DE3943246A1 (de) * 1989-12-29 1991-07-04 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
US5623909A (en) * 1994-05-03 1997-04-29 Dresser-Rand Injection timing and power balancing control for gaseous fuel engines
GB9826348D0 (en) * 1998-12-02 1999-01-27 Lucas Ind Plc Advance arrangement
JP3883755B2 (ja) * 1999-09-17 2007-02-21 日本化薬株式会社 触媒の製造方法
US7794425B2 (en) * 2006-12-21 2010-09-14 Kimberly-Clark Worldwide, Inc. Gastro-esophageal reflux control system and pump
EP2521844B1 (fr) 2010-01-07 2017-08-23 Dresser-Rand Company Système de préchauffage de catalyseur pour gaz d'échappement et procédé associé
US10803213B2 (en) 2018-11-09 2020-10-13 Iocurrents, Inc. Prediction, planning, and optimization of trip time, trip cost, and/or pollutant emission for a vehicle using machine learning

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2210400A1 (de) * 1971-03-06 1972-09-21 Nippon Denso Co , Ltd , Kanya, Aichi (Japan) Kraftstoffeinspritzvomchtung fur Brennkraftmaschinen
FR2368611A1 (fr) * 1976-10-23 1978-05-19 Bosch Gmbh Robert Pompe d'injection de carburant
GB2055489A (en) * 1979-06-23 1981-03-04 Bosch Gmbh Robert Fuel injection pump for an internal combustion engine
GB2056716A (en) * 1979-08-07 1981-03-18 Bosch Gmbh Robert A fuel injection pump for an internal combustion engine
GB2057720A (en) * 1979-08-07 1981-04-01 Bosch Gmbh Robert Fuel injection pump for internal combustion engines

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1932600C3 (de) * 1969-06-27 1978-07-27 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzanlage für selbstzündende Brennkraftmaschinen mit Änderung des Spritzbeginns
JPS55112827A (en) * 1979-02-19 1980-09-01 Diesel Kiki Co Ltd Injection-timing adjusting device for fuel injection pump
DE2931937A1 (de) * 1979-08-07 1981-02-26 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3006586A1 (de) * 1980-02-22 1981-09-03 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzanlage
DE3037730A1 (de) * 1980-10-06 1982-05-19 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzanlage fuer brennkraftmaschinen

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2210400A1 (de) * 1971-03-06 1972-09-21 Nippon Denso Co , Ltd , Kanya, Aichi (Japan) Kraftstoffeinspritzvomchtung fur Brennkraftmaschinen
FR2368611A1 (fr) * 1976-10-23 1978-05-19 Bosch Gmbh Robert Pompe d'injection de carburant
GB2055489A (en) * 1979-06-23 1981-03-04 Bosch Gmbh Robert Fuel injection pump for an internal combustion engine
GB2056716A (en) * 1979-08-07 1981-03-18 Bosch Gmbh Robert A fuel injection pump for an internal combustion engine
GB2057720A (en) * 1979-08-07 1981-04-01 Bosch Gmbh Robert Fuel injection pump for internal combustion engines

Also Published As

Publication number Publication date
DE3279951D1 (en) 1989-10-26
EP0236691A3 (en) 1987-12-02
US4796592A (en) 1989-01-10
EP0236691B1 (fr) 1989-09-20
JPS5867928A (ja) 1983-04-22
EP0075856A2 (fr) 1983-04-06
EP0075856A3 (en) 1984-01-11
DE3278508D1 (en) 1988-06-23
EP0075856B1 (fr) 1988-05-18
DE3138607A1 (de) 1983-04-14

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