EP0766003B1 - Ignition system for internal combustion engines - Google Patents
Ignition system for internal combustion engines Download PDFInfo
- Publication number
- EP0766003B1 EP0766003B1 EP96420302A EP96420302A EP0766003B1 EP 0766003 B1 EP0766003 B1 EP 0766003B1 EP 96420302 A EP96420302 A EP 96420302A EP 96420302 A EP96420302 A EP 96420302A EP 0766003 B1 EP0766003 B1 EP 0766003B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- voltage
- semiconductor switching
- overvoltage protection
- internal combustion
- combustion engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P3/00—Other installations
- F02P3/06—Other installations having capacitive energy storage
- F02P3/08—Layout of circuits
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
- F02P15/12—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having means for strengthening spark during starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P1/00—Installations having electric ignition energy generated by magneto- or dynamo- electric generators without subsequent storage
- F02P1/08—Layout of circuits
- F02P1/086—Layout of circuits for generating sparks by discharging a capacitor into a coil circuit
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P11/00—Safety means for electric spark ignition, not otherwise provided for
- F02P11/02—Preventing damage to engines or engine-driven gearing
Definitions
- the present invention relates to an ignition system for internal combustion engines ideally suited for use with small size vehicles such as motor cycles.
- an AC-capacitor discharge ignition (referred to hereunder as an AC-CDI) has been widely used.
- capacitor discharge ignition the charge of a capacitor is discharged rapidly, and the charge current input to the primary winding of an ignition coil to thereby generate a high voltage in the secondary winding to cause a spark at the spark plug.
- AC-CDI the high voltage for charging the capacitor is obtained from an AC voltage generated in an excitor coil housed in an AC generator. This AC generator is provided for supplying power to the battery and other electrical loads, and is driven by the engine crank shaft.
- DC-CDI DC-capacitor discharge ignition
- the excitor coil becomes unnecessary, as does the means for taking out the output from the excitor coil, and hence an improvement in reliability, and miniaturization of the system is possible compared to when an AC-CDI is used.
- FIG. 4 is a circuit diagram showing a configuration for a conventional DC-CDI and related parts, applicable to small size motor cycles such as power assisted bicycles. This circuit was designed by the present applicant to assist in explaining the problems to be solved by the present invention.
- the apparatus shown in FIG. 4 incorporates a DC-CDI 1, an AC generator 2 (only the windings shown in FIG. 4) which is connected to an engine (not shown in FIG.
- a voltage regulator 3 for rectifying and voltage regulating an output from the AC generator 2
- a battery 4 (BAT) connected to an output from the voltage regulator 3
- an on-off switch 5 with one terminal connected to an output terminal from the voltage regulator 3, and which turns on and off according to the operation of a brake pedal or a brake lever, a stop lamp 6 (S/L), an ignition coil 7 with a primary winding 7a connected to an output terminal I from the DC-CDI 1, and a spark plug 8 connected to a secondary winding 7b of the ignition coil 7.
- the output terminal from the voltage regulator 3, the positive terminal of the battery 4, and the one terminal of the switch 5, are connected to an input terminal B of the DC-CDI 1. Furthermore, the AC generator 2, the battery 4, the stop lamp 6, the ignition coil 7 and the spark plug 8 have their respective other terminals connected to earth.
- the DC-CDI 1 comprises; an overvoltage protection circuit 10, a DC-DC converter 20, a thyristor 40, and a capacitor 30.
- an overvoltage protection circuit 10 a DC voltage input from the input terminal B is stepped up and charges the capacitor 30.
- the thyristor 40 is then fired in accordance with a trigger signal supplied to a gate terminal 40 G from an external section (not shown in FIG. 4), thereby causing a discharge current to flow in the primary winding 7a of the ignition coil 7 connected to the output terminal I.
- the overvoltage protection circuit 10 comprises for example as shown in FIG. 4: a thyristor 11 with the anode connected to the terminal B; a resistor 12 with one end connected to the terminal B; a zener diode 13 with the cathode connected to the other end of the resistor 12 and the anode connected to earth; a diode 14 with the anode connected to the cathode of the zener diode 13 and the cathode connected to the gate of the thyristor 11; a resistor 15 connected between the gate and the cathode of the thyristor 11; and an electrolytic capacitor 16 with a positive electrode connected to the cathode of the thyristor 11, and a negative electrode earthed.
- the overvoltage protection circuit 10 is for protecting the circuits in subsequent stages from an overvoltage, normally around 80 - 100 volts, due for example to load dump surge and other such spike voltages generated by the AC generator 2, when for example the positive terminal of the battery 4 is disconnected.
- the terminal voltage of the electrolytic capacitor 16 becomes greater than the sum of the zener voltage of the zener diode 13, the forward voltage of the diode 14, and the forward voltage between the gate and the cathode of the thyristor 11, then the thyristor 11 is switched off.
- the constants for the various elements are set so that the thyristor 11 goes off when a voltage in excess of around 20V is input.
- the DC-DC convertor 20 comprises: a step-up transformer 21 comprising a primary winding 21a and a secondary winding 21b; an FET (field effect transistor) 22 with the drain connected to one terminal of the primary winding 21a, and the source earthed; a gate drive circuit 23 for high frequency drive control of the gate of the FET 22; a resistor 24 connected between the gate of the FET 22 and the terminal of the primary winding 21a which is not connected to the FET 22 and the cathode of the thyristor 11 of the overvoltage protection circuit 10; and a diode 25 with the anode connected to one terminal of the secondary winding 21b.
- the other terminal of the secondary winding 21b is earthed, while the cathode of the diode 25 is connected to the anode of the thyristor 40 and to one terminal of the capacitor 30.
- the gate drive circuit 23 comprises an oscillator 231 and an overvoltage protection zener diode 232.
- the oscillator 231 generates a continuous pulse of a predetermined frequency, and applies this between the gate and the source of the FET 22 to thereby control the on/off switching of the FET 22.
- the gate of the FET 22 is always pulled up by the DC voltage output from the overvoltage protection circuit 10 via the resistor 24. Therefore, the FET 22 comes on when for example, the output level of the oscillator 231 is in a high impedance (off) condition, and goes off when the output level of the oscillator 231 is in a low impedance (on) condition.
- the oscillator 231 can be constructed for example as a self-excitation type circuit using a compound winding in the step-up transformer 21 (not shown in the figure), or as a separate excitation type circuit using a separate CR oscillator. Moreover, commutation failure in the firing period for the thyristor 40 and in the period for the thyristor 40 to go fully off (commutation turn off time), can be prevented by pausing the oscillator 231.
- the FET 22 is switchingly driven so that a current in the form of a pulse train flows in the primary winding 21a of the step-up transformer 21, and a stepped-up AC voltage is generated between the terminals of the secondary winding 21b.
- the output from the secondary winding 21b is then half wave rectified by the diode 25, and the half wave rectified current then charges the capacitor 30.
- the minimum voltage required to operate the DC-DC converter 20 is determined by the ON voltage existing between the gate and the source of the FET 22. In the case where general circuit components are used, then the voltage between the terminal T2 including the resistor 24, and the ground is approximately 1.5V.
- the minimum voltage necessary to operate the overvoltage protection circuit 10 is determined for the thyristor 11 to go from off to on at start-up, by the forward voltage for the diode 14, the gate voltage, and the resistance values of the resistors 12 and 15, and is typically around 2.7V between the terminals T1 and T2.
- the voltage between the terminals T1 and T2 becomes equal to the ON voltage of the thyristor 11 at around 0.8V. Consequently, at start-up a voltage of approximately 4.2V (1.5V + 2.7V) between the terminal T1 and the ground, that is the terminal voltage of the input terminal B, becomes the minimum operating voltage for the DC-CDI 1.
- a kick pedal as well as a self starter is provided as means for starting the engine. Therefore, with the circuit shown in FIG. 4, under conditions for example where the battery 4 has become discharged, has deteriorated, or the terminal of the battery 4 has become disconnected, then the self starter motor will not operate, and hence the rider uses the kick pedal to start the engine. At this time, instead of the output from the battery 4, the output from the AC generator 2 which is rotated with pushing down on the kick pedal, is supplied as the DC input power supply to the DC-CDI 1.
- the stop lamp 6 becomes an electrical load connected to the output from the AC generator 2.
- the output from the AC generator 2 cannot rise sufficiently for the input voltage to the DC-CDI 1 to attain the before-mentioned minimum operation voltage, thus resulting in the situation where the engine cannot be started.
- Table 1 shows examples of actual measured values for the input voltage to the DC-CDI 1, in relation to the operating force on the kick pedal, and the capacity of the stop lamp.
- the downward force on the kick pedal is shown as medium kick for the average value for a woman, and as strong kick for the average value for a man.
- an internal combustion engine ignition control apparatus comprising: an overvoltage protection circuit having a power source input section for inputting power from an external section with a first semiconductor switching element connected thereto, which shuts of the first semiconductor switching element when an overvoltage is input thereto; a voltage step-up circuit having a second semiconductor switching element and a drive circuit for the second semiconductor switching element, for stepping up an output voltage from the overvoltage protection circuit; a connection section for connecting the power source input section and the drive circuit of the second semiconductor switching element in parallel with the overvoltage protection circuit but not via the first semiconductor switching element; a charging element which is charged by an output from the voltage step-up circuit; and a discharge circuit for discharging an electrical load charged into the charging element.
- an internal combustion engine ignition control apparatus comprising: an overvoltage protection circuit having a first semiconductor switching element connected to a power source input section for inputting power from an external section, which shuts off the first semiconductor switching element when an overvoltage is input thereto, so that the overvoltage does not pass; a voltage step-up circuit having a second semiconductor switching element and a drive circuit for the second semiconductor switching element, connected in series with the overvoltage protection circuit, for stepping up and outputting an output voltage from the overvoltage protection circuit; a parallel connection section for connecting the power source input section and the drive circuit for the second semiconductor switching element of the step-up circuit but not through the first switching element; a charging element which is charged by an output from the voltage step-up circuit; and a discharge circuit for discharging an electrical load charged into the charging element, according to instructions from an external section.
- an internal combustion engine ignition control apparatus comprising: an overvoltage protection circuit having a first thyristor connected to a power source input section for inputting power from an external section, for protecting subsequent circuits from an overvoltage by shutting off the first thyristor when an overvoltage is input thereto; a DC-DC converter having a voltage step-up transformer connected in series to an output terminal of the overvoltage protection circuit, and an FET gate drive circuit, for stepping up a DC voltage output from the overvoltage protection circuit and outputting this as a DC voltage; a parallel connection section constructed without a semiconductor switching element, for connecting the power source input section and the gate drive circuit, but not through the first thyristor; a capacitor which is charged by an output from the DC-DC converter; and a second thyristor which is fired in accordance with a control signal from an external section, to thereby discharge an electrical load of the capacitor.
- the voltage step-up circuit can be started with a lower voltage than for the conventional arrangement.
- the parallel connection section constructed without a semiconductor switching element is connected to the power source input section and the gate drive circuit but not through the first thyristor, and the DC-DC converter is constructed using a FET, then the value for the current necessary for the gate drive circuit to drive the gate can be reduced. Consequently the DC-DC converter can be started at a lower voltage than for the conventional arrangement, and structural miniaturization of the parallel connection section can be simplified.
- FIG. 1 is a circuit diagram showing a configuration of a DC-CDI (internal combustion engine ignition control apparatus) according to a first embodiment of the present invention.
- FIG. 1 parts corresponding to the respective parts in FIG. 4, are indicated by the same symbol and description is omitted.
- the DC-CDI 1A, DC-DC converter 20A and gate drive circuit 23 shown in FIG. 1 have respectively the same functions as the DC-CDI 1, the DC-DC converter 20 and the gate drive circuit 23 shown in FIG. 4.
- a parallel connection section 50 shown in FIG. 1 is newly provided in the DC-CDI 1A, in accordance with the present invention, in place of the resistor 24 shown in FIG. 4.
- the parallel connection section 50 comprises a diode 51 and a resistor 52 connected in series, and connects directly the input terminal B and the gate of the FET 22 and the gate drive circuit 23A, and not via the overvoltage protection circuit 10.
- the parallel connection section 50 is provided in parallel with the overvoltage protection circuit 10, and hence power source voltage is supplied directly to the gate drive circuit 23A from the input terminal B and not via the thyristor 11.
- the DC-DC converter 20A is ready to operate, that is to say, the FET 22 can conduct.
- the minimum power source voltage at the input terminal B necessary for start-up of the DC-CDI 1A is thus that determined by the voltage necessary for starting the overvoltage protection circuit 10, that is to say, the minimum required power source voltage at input terminal B at the time of start-up of 2.7V.
- the above voltage values are examples of typical values at normal temperature.
- the diode 51 is for protecting the gate drive circuit 23A and the gate of the FET 22 from an external surge of negative polarity.
- the resistor 52 operates together with the zener diode 232 inside the gate drive circuit 23A to protect the oscillator 231 and the gate of the FET 22 from an overload voltage of positive polarity. Since the resistor 52 provides the resistance for when the before-mentioned overvoltage of approximately 100V is absorbed by the zener diode 232, then preferably this has a relatively large resistance value in order to lower the necessary allowable surge rating for the zener diode 232.
- the minimum power source voltage required at the time of starting the DC-CDI 1A can be approximately 2.7V, and can thus be lower than the 4.2V for the conventional example described with reference to FIG. 4. Consequently, the DC-CDI 1A can be started, and a charging current output from the output terminal I, even under the conditions given in Table 1 with an electrical load applied to the AC generator 2 and the kick pedal pressed down with a medium force. As a result, in this case also a spark can be produced by the spark plug 8, and hence the engine can be started.
- FIG. 2 A description of a second embodiment according to the present invention will now be given with reference to FIG. 2.
- a DC-DC converter 20B, a gate drive circuit 23B, and a parallel connection section 50B respectively corresponding to the DC-DC converter 20A, the gate drive circuit 23A, and the parallel connection section 50 shown in FIG. 1, constitute the feature of this embodiment.
- Other parts are constructed the same as those indicated with the same symbol in FIG. 1.
- the second embodiment differs from the first embodiment in that: the input side connection point for the parallel connection section 50B is a connection point inside the overvoltage protection circuit 10 between the resistor 12 and the zener diode 13; the parallel connection section 50B is made up of a resistor 52B only; and the gate drive circuit 23B is made up of the oscillator 231 only. That is to say, compared to the first embodiment, the respective surge absorbing diodes are omitted from the gate drive circuit 23B and the parallel connection section 50B.
- the resistance value for the resistor 52B may be the same as that for the resistor 52 of the first embodiment.
- the zener diode 13 normally has a sufficient allowable surge rating to meet the requirement for operating in the overvoltage protection circuit 10, then with the above-mentioned construction, both the positive and negative polarity surges can be absorbed by the zener diode 13, and hence the respective surge absorbing elements provided in the first embodiment can be omitted.
- the minimum drive voltage at the time of starting the gate drive circuit 23B is increased by the voltage drop across the resistor 12 due to power supply to the gate drive circuit 23B via the resistor 12.
- the minimum drive voltage at the time of starting the gate drive circuit 23B is reduced by the voltage drop for the diode.
- the minimum voltage required for the overall DC-CDI 1B at the time of starting is still approximately 2.7 V at the input terminal B.
- the arrangement of the respective surge absorption elements in the first through third embodiments described with reference to FIGS. 1 through FIG. 3, is not necessarily limited to the above described arrangement.
- modifications are also possible such as; eliminating the diode 51 in FIG. 1, adding the zener diode 232 to the circuit examples in FIG. 2 and FIG. 3 in the same way as in FIG. 1, and adding elements such as capacitors to the respective portions.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Control Of Direct Current Motors (AREA)
Description
Claims (6)
- An internal combustion engine ignition control apparatus comprising:overvoltage protection means (10) having a power source input section (B) for inputting power from an external section with first semiconductor switching means (11) connected thereto, which shuts off said first semiconductor switching means when an overvoltage is input thereto;voltage step-up means (20A) having second semiconductor switching means (22) and drive means (23A) for said second semiconductor switching means, for stepping up an output voltage from said overvoltage protection means (10);charging means (30) which is charged by an output from said voltage step-up means;discharge means (40) for discharging an electrical load charged into said charging means;
- An internal combustion engine ignition control apparatus according to claim 1,
wherein said voltage set-up means is connected in series with said overvoltage protection means (10); and
wherein said discharging in the discharge means (40) is performed according to instructions from an external section. - An internal combustion engine ignition control apparatus according to claim 2,
wherein said parallel connection means (50) comprises at least one resistance element (52). - An internal combustion engine ignition control apparatus according to claim 2,
wherein said parallel connection means (50) comprises at least one resistance element (52), and reverse flow prevention means (51). - An internal combustion engine ignition control apparatus according to claim 2,wherein said overvoltage protection means (10) also has a resistance element (12) with one end thereof connected to said power source input section (B), and an overvoltage absorbing means (13) connected to an other end of said resistance element, andwherein said parallel connection means (50) is connected to said power source input section (B) via said resistance element (12), and to the drive means (23A) of said second semiconductor switching element (22) but not through said first switching means.
- An internal combustion engine ignition control apparatus according to claim 1,wherein said first semiconductor switching means is a first thyrister (11) which is for protecting subsequent circuits from an overvoltage;wherein said voltage step-up means is a DC-DC converter (20A) having a voltage step-up transformer (21), which outputs the stepped up voltage as a DC voltage, connected in series to an output terminal of said overvoltage protection means (10); wherein said second semiconductor switching means is a field effect transistor (22); and wherein said drive means is a field effect transistor gate drive means (23A).
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP25420395 | 1995-09-29 | ||
JP7254203A JP3059084B2 (en) | 1995-09-29 | 1995-09-29 | Internal combustion engine ignition control device |
JP254203/95 | 1995-09-29 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0766003A2 EP0766003A2 (en) | 1997-04-02 |
EP0766003A3 EP0766003A3 (en) | 1998-08-12 |
EP0766003B1 true EP0766003B1 (en) | 2001-11-07 |
Family
ID=17261693
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP96420302A Expired - Lifetime EP0766003B1 (en) | 1995-09-29 | 1996-09-24 | Ignition system for internal combustion engines |
Country Status (8)
Country | Link |
---|---|
EP (1) | EP0766003B1 (en) |
JP (1) | JP3059084B2 (en) |
KR (1) | KR100242333B1 (en) |
CN (1) | CN1055746C (en) |
ES (1) | ES2162002T3 (en) |
IN (1) | IN191303B (en) |
MY (1) | MY132604A (en) |
TW (1) | TW330227B (en) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3916299B2 (en) * | 1997-07-23 | 2007-05-16 | ヤマハマリン株式会社 | Power supply circuit for electrical equipment for ships with outboard motors |
KR100578630B1 (en) * | 1999-12-22 | 2006-05-11 | 주식회사 현대오토넷 | An apparatus for protecting an ignition circuit |
JP3659588B2 (en) * | 2002-10-09 | 2005-06-15 | 三菱電機株式会社 | DC-DC converter |
FR2927482B1 (en) * | 2008-02-07 | 2010-03-05 | Renault Sas | HIGH VOLTAGE GENERATION DEVICE |
JP2010007623A (en) * | 2008-06-30 | 2010-01-14 | Yamaha Motor Electronics Co Ltd | Ignition device |
JP5412353B2 (en) * | 2010-03-29 | 2014-02-12 | 新電元工業株式会社 | Internal combustion engine ignition device |
US8659860B2 (en) * | 2011-07-14 | 2014-02-25 | Cooper Technologies Company | Transient voltage blocking for power converter |
CN102570380B (en) * | 2012-03-31 | 2014-06-18 | 庄景阳 | Protection device for power failure control charging system by using igniter |
US9995267B2 (en) * | 2013-04-11 | 2018-06-12 | Denso Corporation | Ignition apparatus |
US9817426B2 (en) | 2014-11-05 | 2017-11-14 | Nxp B.V. | Low quiescent current voltage regulator with high load-current capability |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4537174A (en) * | 1982-04-02 | 1985-08-27 | Nippondenso Co., Ltd. | Output supply control apparatus for internal combustion engine magneto generator |
JPS6185577A (en) * | 1984-10-02 | 1986-05-01 | Nippon Denso Co Ltd | Capacitor discharge type ignition device |
US4733646A (en) * | 1986-04-30 | 1988-03-29 | Aisin Seiki Kabushiki Kaisha | Automotive ignition systems |
-
1995
- 1995-09-29 JP JP7254203A patent/JP3059084B2/en not_active Expired - Fee Related
-
1996
- 1996-09-17 TW TW085111361A patent/TW330227B/en not_active IP Right Cessation
- 1996-09-24 EP EP96420302A patent/EP0766003B1/en not_active Expired - Lifetime
- 1996-09-24 KR KR1019960042148A patent/KR100242333B1/en not_active IP Right Cessation
- 1996-09-24 MY MYPI96003939A patent/MY132604A/en unknown
- 1996-09-24 ES ES96420302T patent/ES2162002T3/en not_active Expired - Lifetime
- 1996-09-25 IN IN1700CA1996 patent/IN191303B/en unknown
- 1996-09-27 CN CN96122487A patent/CN1055746C/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
ES2162002T3 (en) | 2001-12-16 |
KR100242333B1 (en) | 2000-03-02 |
IN191303B (en) | 2003-11-15 |
EP0766003A2 (en) | 1997-04-02 |
MY132604A (en) | 2007-10-31 |
EP0766003A3 (en) | 1998-08-12 |
JP3059084B2 (en) | 2000-07-04 |
TW330227B (en) | 1998-04-21 |
JPH0988782A (en) | 1997-03-31 |
KR970016100A (en) | 1997-04-28 |
CN1152671A (en) | 1997-06-25 |
CN1055746C (en) | 2000-08-23 |
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