CA1037328A - Ignition timing apparatus for internal combustion engines - Google Patents
Ignition timing apparatus for internal combustion enginesInfo
- Publication number
- CA1037328A CA1037328A CA241,837A CA241837A CA1037328A CA 1037328 A CA1037328 A CA 1037328A CA 241837 A CA241837 A CA 241837A CA 1037328 A CA1037328 A CA 1037328A
- Authority
- CA
- Canada
- Prior art keywords
- vacuum
- control valve
- vacuum chamber
- engine
- engine intake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
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
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/05—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means
- F02P5/10—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on fluid pressure in engine, e.g. combustion-air pressure
- F02P5/103—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on fluid pressure in engine, e.g. combustion-air pressure dependent on the combustion-air pressure in engine
-
- 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
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/05—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means
- F02P5/10—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on fluid pressure in engine, e.g. combustion-air pressure
- F02P5/103—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on fluid pressure in engine, e.g. combustion-air pressure dependent on the combustion-air pressure in engine
- F02P5/106—Combustion-air pressure devices combined with other specific conditions
-
- 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
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/05—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means
- F02P5/14—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on specific conditions other than engine speed or engine fluid pressure, e.g. temperature
- F02P5/142—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on specific conditions other than engine speed or engine fluid pressure, e.g. temperature dependent on a combination of several specific conditions
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
Ignition timing control apparatus for an internal combustion spark ignition engine employs a vacuum actuator having a movable element positioned between first and second vacuum chambers and arranged to advance or retard the spark timing. A single three-way control valve, electrically operated, serves to connect one of the vacuum chambers to engine intake vacuum pressure and to vent the other vacuum chamber to atmosphere, depending on speed of the vehicle driven by the engine. A
temperature responsive valve cuts off engine intake vacuum pressure to the three-way control valve when the ambient temperature drops below a predetermined level.
Ignition timing control apparatus for an internal combustion spark ignition engine employs a vacuum actuator having a movable element positioned between first and second vacuum chambers and arranged to advance or retard the spark timing. A single three-way control valve, electrically operated, serves to connect one of the vacuum chambers to engine intake vacuum pressure and to vent the other vacuum chamber to atmosphere, depending on speed of the vehicle driven by the engine. A
temperature responsive valve cuts off engine intake vacuum pressure to the three-way control valve when the ambient temperature drops below a predetermined level.
Description
~L~3732~3 This invention relates to apparatus for controlling ignition timing of an internal combustion engine by m0ans of a vacuum response device having a first vacuum chamb~r for mo~ng an element in one direction to advance the spark timing, and having another vacuum chamber for moving the same element in the other direction to retard the spark timing.
Apparatus of this general type requires that one vacuum chamber be subjected to engine intake vacuum while the other is vented to atmosphere, and vice versa. In conventional practice this has been accomplished by employing two three-way control valves, one for each vacuum chamber, together with apparatus for coordinating their operationO Such a system has been found to be objectionably large in si~e, relatively complicated as a whole, and consequently expensive.
An important object of this invention is to provide spark timing control apparatus for an internal combustion engine, which apparatus connects engine intake vacuum pressure to either side of a vacuum response member, .... .
but which is free of the disadvantages described above and which uses only one three-way control valve instead of two~ The three-way valve is electrically operated in accordance with speed of a vehicle driven by the ~ ~`
engine. The valve serves to connect engine intake vacuum pressure to either one of two vacuum chambers formed on opposite sides of a flexible diaphragm arranged to advance or retard the spark timing~ At the time either one of the vacuum chambers is connected to engine intake va~uum `~
pressure, the atmospheric vent is closed, and the other vacuum chamber is connected to atmosphere throug-h a restricted orifice. ~n addition, a temperature sensitive valve closes at low temperature to cut off the supply ;
of engine intake vacuum pressure to the three-way control valve.
Other objects and advantages will appear hereinafter.
The drawing is in schematic fo~n, partly in section, and shows a preferred embodiment of this invention.
Referring to the drawing~ the internal combustion spark ignition engine is provided with a carburetor generally designated 10 having ~k ''`
.. .
.. . ..
~ 37 32~ ' int~lce passages 11 and 12 controlled by throttlc valves 13 and 14~ respec~-ively. A vacuum conduit 15 conml~uicates with the en~ine :intake passage 11 downstream from the throttle valve 13 through the restriction opening 16.
A spark timing control device generally designated 18 includes a point base 19 mounted to turn about the axis of the rotary point cam 20 which is driven by the engine. A vacuum response member comprises a slide rod 22 ha~ing a fork member ~ixed thereto and arranged to move a pin 24 fixed to the point base 19~ so that movement of the slide rod 22 toward the right, as shown in the drawing, causes the point base 19 to turn in a clockwise direction to advance the spark timing. Movement of the slide rod 22 toward the left serves to retard the spark timing.
A vacuum actuator 26 has a housing 27 divided into a first vacuum chamber 28 and a second vacuum chamber 29 by means of the flexible diaphragm 30. The outer peripheral portion of the flexible diaphragm 30 is fixed to the stationary housing 277 and the central portion of the flexible diaphragm 30 is fixed with respect to the slide rod 22. A flexible bellows 31 forms the inner portion of the first vacuum chamber 28 and serves to prevent leakage.
The three-way control valve generally designated 32 is ;
electrically operated and contains a solenoid coil 33 whichg when energized, causes the movable a~mature 34 to move toward the right, as shown in the drawing, against the action of the coil compression spring 35~ When the `~
armature 34 is moved to the right, the vacu~lm conduit 15 is connected to the second vacuum chamber 29 through line 37. When the armature 34 returns to the left under force of the spring 35 upon de-activation of the solenoid coil 33, the ~acuum conduit 15 is connected to the first vacuum chamber 28 and through the line 38. When the movable armature 34 is in the left-hand position shown in the drawing, the valve head closes the conduit 3? and connects the vacuum conduit 15 to the conduit 38. When the valve head 39 is in the right-hand position, the conduit 38 is closed, and the vacuum conduit 15 is connected to conduit 37.
_ 2 _ ~ . . .
' ~L~9373Z~9 A vent valve assembly generally desi.grlated 40 :include~ a housing 41 divided into a first chamber 42 and a. second chamber 43 by m~ans of a flexible diaphra~m 44 carrying a centrally positioned valve head ~5. A
first vent tube 46 has a restricted opening 47 and serves to conneet the first ehamber 42 to atmosphere through filter 48. Similarly~ the second vent tube 49 has a restricted opening 50 and serves to connect the second chamber 43 to atmosphere through the filter 51. The first chamber 42 is connected to the first vacuum chamber 28 by means of the conduit 52~ and the second chamber 43 is connected to the second vacuum chamber 29 through the conduit 53.
When the first vacuum chamber 28 is subjected to vacuum pressure through the three way control valve 32 and conduit 38 this vacuum pressure is applied to the first chamber 42 and causes the flexible diaphragm 44 to move the valve head 45 to close the first vent tube 46. At the same time the second vacuum chamber 29 is vented to atmosphere through conduit 53, second vent tube 49 and restricted opening 50~ Similarly, when the second vacuum chamber 29 is subjected to vacuum pressure through the three-way control valve 28 and conduit 37, the flexible diaphragm 44 causes ~ -the valve head 45 to close the second vent tube 49. At that time the first vacuum chamber 28 is vented to atmosphere through conduit 52~ ~irst vent tube 46 and restricted opening 47~ The vacuum restriction 16 is larger than the restricted openings 47 and 50.
A temperature sensitive valve assembly 55 is mounted in the vacuam conduit 15 and acts to close the conduit whenever the ambient temperature falls below a predetermined level. A bimetal element 56 moves a valve head 57 to close against valve seat 58 at such low temperatures.
this cuts off the supply of vacuum pressure to the three-way control valve 32, and hence to either of the vacuum chambers 28 or 29. In this situation, the vacuum response member 22 is returned to neutral position by the action of the coil springs 59 and 60.
,, , 3~1~
In operation, when the vehicle speed is relatively high and the vehicle speed switch 61 is open, and the ignition switch 62 is closed, the three-way control valve 22 acts to connect intake vacuum pressure to the f:i-rst vacuum chamber 28. This causes the slide rod 22 to move to the right to advance the spark timing. The second vacuum chamber 29 is vented to atmos-phere through conduit 53, second chamber 43, vent tube 48 and restricted open-ing 50. At the same time, the first vacuum chamber 28 is also connected to atmosphere through restricted opening 47, and therefore a small quantity of atmospheric air flows into the first vacuum chamber 28 through conduit 52, but the quantity is too small to have any substantial effect. When the vehicle speed falls below a predetermined value, the switch 61 closes, and this causes the three-way control valve 32 to supply engine intake vacuum pressure to the second vacuum chamber 29. The first vacuum chamber 28 is vented to atmosphere through conduit 52 and restricted opening 47. This causes the slide rod 22 to be moved toward the left to retard the spark timingO At the same time, atmospheric air flows through the restricted opening 50 and conduit 53 into the second vacuum chamber 29, but the quantity is too small to have any sub-stantial effect.
Having fully described my invention, it is to be understood that I
am not to be limited to the details herein set forth, but that my invention is of the full scope o the appended claims.
~ 4 _ :, ' ` ' '
Apparatus of this general type requires that one vacuum chamber be subjected to engine intake vacuum while the other is vented to atmosphere, and vice versa. In conventional practice this has been accomplished by employing two three-way control valves, one for each vacuum chamber, together with apparatus for coordinating their operationO Such a system has been found to be objectionably large in si~e, relatively complicated as a whole, and consequently expensive.
An important object of this invention is to provide spark timing control apparatus for an internal combustion engine, which apparatus connects engine intake vacuum pressure to either side of a vacuum response member, .... .
but which is free of the disadvantages described above and which uses only one three-way control valve instead of two~ The three-way valve is electrically operated in accordance with speed of a vehicle driven by the ~ ~`
engine. The valve serves to connect engine intake vacuum pressure to either one of two vacuum chambers formed on opposite sides of a flexible diaphragm arranged to advance or retard the spark timing~ At the time either one of the vacuum chambers is connected to engine intake va~uum `~
pressure, the atmospheric vent is closed, and the other vacuum chamber is connected to atmosphere throug-h a restricted orifice. ~n addition, a temperature sensitive valve closes at low temperature to cut off the supply ;
of engine intake vacuum pressure to the three-way control valve.
Other objects and advantages will appear hereinafter.
The drawing is in schematic fo~n, partly in section, and shows a preferred embodiment of this invention.
Referring to the drawing~ the internal combustion spark ignition engine is provided with a carburetor generally designated 10 having ~k ''`
.. .
.. . ..
~ 37 32~ ' int~lce passages 11 and 12 controlled by throttlc valves 13 and 14~ respec~-ively. A vacuum conduit 15 conml~uicates with the en~ine :intake passage 11 downstream from the throttle valve 13 through the restriction opening 16.
A spark timing control device generally designated 18 includes a point base 19 mounted to turn about the axis of the rotary point cam 20 which is driven by the engine. A vacuum response member comprises a slide rod 22 ha~ing a fork member ~ixed thereto and arranged to move a pin 24 fixed to the point base 19~ so that movement of the slide rod 22 toward the right, as shown in the drawing, causes the point base 19 to turn in a clockwise direction to advance the spark timing. Movement of the slide rod 22 toward the left serves to retard the spark timing.
A vacuum actuator 26 has a housing 27 divided into a first vacuum chamber 28 and a second vacuum chamber 29 by means of the flexible diaphragm 30. The outer peripheral portion of the flexible diaphragm 30 is fixed to the stationary housing 277 and the central portion of the flexible diaphragm 30 is fixed with respect to the slide rod 22. A flexible bellows 31 forms the inner portion of the first vacuum chamber 28 and serves to prevent leakage.
The three-way control valve generally designated 32 is ;
electrically operated and contains a solenoid coil 33 whichg when energized, causes the movable a~mature 34 to move toward the right, as shown in the drawing, against the action of the coil compression spring 35~ When the `~
armature 34 is moved to the right, the vacu~lm conduit 15 is connected to the second vacuum chamber 29 through line 37. When the armature 34 returns to the left under force of the spring 35 upon de-activation of the solenoid coil 33, the ~acuum conduit 15 is connected to the first vacuum chamber 28 and through the line 38. When the movable armature 34 is in the left-hand position shown in the drawing, the valve head closes the conduit 3? and connects the vacuum conduit 15 to the conduit 38. When the valve head 39 is in the right-hand position, the conduit 38 is closed, and the vacuum conduit 15 is connected to conduit 37.
_ 2 _ ~ . . .
' ~L~9373Z~9 A vent valve assembly generally desi.grlated 40 :include~ a housing 41 divided into a first chamber 42 and a. second chamber 43 by m~ans of a flexible diaphra~m 44 carrying a centrally positioned valve head ~5. A
first vent tube 46 has a restricted opening 47 and serves to conneet the first ehamber 42 to atmosphere through filter 48. Similarly~ the second vent tube 49 has a restricted opening 50 and serves to connect the second chamber 43 to atmosphere through the filter 51. The first chamber 42 is connected to the first vacuum chamber 28 by means of the conduit 52~ and the second chamber 43 is connected to the second vacuum chamber 29 through the conduit 53.
When the first vacuum chamber 28 is subjected to vacuum pressure through the three way control valve 32 and conduit 38 this vacuum pressure is applied to the first chamber 42 and causes the flexible diaphragm 44 to move the valve head 45 to close the first vent tube 46. At the same time the second vacuum chamber 29 is vented to atmosphere through conduit 53, second vent tube 49 and restricted opening 50~ Similarly, when the second vacuum chamber 29 is subjected to vacuum pressure through the three-way control valve 28 and conduit 37, the flexible diaphragm 44 causes ~ -the valve head 45 to close the second vent tube 49. At that time the first vacuum chamber 28 is vented to atmosphere through conduit 52~ ~irst vent tube 46 and restricted opening 47~ The vacuum restriction 16 is larger than the restricted openings 47 and 50.
A temperature sensitive valve assembly 55 is mounted in the vacuam conduit 15 and acts to close the conduit whenever the ambient temperature falls below a predetermined level. A bimetal element 56 moves a valve head 57 to close against valve seat 58 at such low temperatures.
this cuts off the supply of vacuum pressure to the three-way control valve 32, and hence to either of the vacuum chambers 28 or 29. In this situation, the vacuum response member 22 is returned to neutral position by the action of the coil springs 59 and 60.
,, , 3~1~
In operation, when the vehicle speed is relatively high and the vehicle speed switch 61 is open, and the ignition switch 62 is closed, the three-way control valve 22 acts to connect intake vacuum pressure to the f:i-rst vacuum chamber 28. This causes the slide rod 22 to move to the right to advance the spark timing. The second vacuum chamber 29 is vented to atmos-phere through conduit 53, second chamber 43, vent tube 48 and restricted open-ing 50. At the same time, the first vacuum chamber 28 is also connected to atmosphere through restricted opening 47, and therefore a small quantity of atmospheric air flows into the first vacuum chamber 28 through conduit 52, but the quantity is too small to have any substantial effect. When the vehicle speed falls below a predetermined value, the switch 61 closes, and this causes the three-way control valve 32 to supply engine intake vacuum pressure to the second vacuum chamber 29. The first vacuum chamber 28 is vented to atmosphere through conduit 52 and restricted opening 47. This causes the slide rod 22 to be moved toward the left to retard the spark timingO At the same time, atmospheric air flows through the restricted opening 50 and conduit 53 into the second vacuum chamber 29, but the quantity is too small to have any sub-stantial effect.
Having fully described my invention, it is to be understood that I
am not to be limited to the details herein set forth, but that my invention is of the full scope o the appended claims.
~ 4 _ :, ' ` ' '
Claims (5)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. Ignition timing apparatus for an internal combustion spark ignition engine having an intake passage, comprising, in combination: a vacuum actuator comprising a movable element operatively positioned between a first vacuum chamber and a second vacuum chamber, means whereby the movable element may advance or retard the spark timing, a three-way control valve connected to receive intake vacuum pressure from the engine intake passage, a first conduit connecting said control valve to said first vacuum chamber, a second conduit connecting said control valve to said second vacuum chamber, means responsive to speed of a vehicle driven by the engine to cause said control valve to supply engine intake vacuum pressure to one of said vacuum chambers, said means causing said control valve to connect the engine intake vacuum pressure to the other of said vacuum chambers upon change in speed of the vehicle, and means for venting each of said vacuum chambers through a restricted opening to atmosphere,
2. The combination set forth in claim 1 in which said venting means includes valve means for closing the vent to atmosphere for either vacuum chamber when subjected to engine intake vacuum pressure.
3. The combination set forth in claim 1 in which a vacuum passage having a restriction connects the control valve to the engine intake passage, said restriction being larger than either of said restricted openings.
4. The combination set forth in claim 1 in which a vacuum passage connects the control valve to the engine intake passage, and a temperature responsive valve adapted to close said vacuum passage when the ambient temperature falls below a predetermined level.
5. Ignition timing apparatus for an internal combustion, spark ignition engine having an intake passage, comprising, in combination a vacuum actuator comprising a housing divided by a flexible diaphragm to form a first vacuum chamber and a second vacuum chamber, a movable element fixed with respect to said diaphragm, means whereby the movable element may advance or retard the spark timing, a three-way control valve, a vacuum passage connecting said control valve to the engine intake passage, a first conduit connecting said control valve to said first vacuum chamber, a second conduit connecting said control valve to said second vacuum chamber, means responsive to increased speed of a vehicle driven by the engine to cause said control valve to supply engine intake vacuum pressure to said first vacuum chamber to advance the spark timing, said means causing said control valve to connect the engine intake vacuum pressure to said second vacuum chamber upon reduction in speed of the vehicle to retard the spark timing, vent means for sparately connecting each of said vacuum chambers through a restricted opening to atmosphere, and a valve for closing the vent means for either vacuum chamber when subjected to engine intake vacuum pressure.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15684974U JPS5242288Y2 (en) | 1974-12-26 | 1974-12-26 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1037328A true CA1037328A (en) | 1978-08-29 |
Family
ID=15636708
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA241,837A Expired CA1037328A (en) | 1974-12-26 | 1975-12-16 | Ignition timing apparatus for internal combustion engines |
Country Status (10)
| Country | Link |
|---|---|
| JP (1) | JPS5242288Y2 (en) |
| AU (1) | AU499061B2 (en) |
| BE (1) | BE836734A (en) |
| CA (1) | CA1037328A (en) |
| CH (1) | CH610066A5 (en) |
| DE (2) | DE2560469C2 (en) |
| FR (1) | FR2296107A1 (en) |
| GB (1) | GB1530460A (en) |
| NL (1) | NL163857C (en) |
| SE (1) | SE413798B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5610937Y2 (en) * | 1976-07-07 | 1981-03-12 | ||
| DE2818469A1 (en) * | 1978-04-27 | 1979-11-08 | Porsche Ag | DEVICE FOR ADJUSTING THE IGNITION TIME FOR COMBUSTION MACHINERY |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1274658A (en) * | 1968-10-14 | 1972-05-17 | Lucas Industries Ltd | Vacuum-operable units for use with ignition distributors |
| DE1806000A1 (en) * | 1968-10-30 | 1970-06-11 | Daimler Benz Ag | Device to advance the ignition time |
| DE1933507B2 (en) * | 1969-07-02 | 1972-12-07 | Daimler Benz Ag, 7000 Stuttgart | ADJUSTMENT DEVICE FOR IGNITION TIME AND THROTTLE VALVE CLOSING OF COMBUSTION MACHINERY |
| US3712279A (en) * | 1970-12-02 | 1973-01-23 | Ford Motor Co | Vacuum spark advance cutoff |
-
1974
- 1974-12-26 JP JP15684974U patent/JPS5242288Y2/ja not_active Expired
-
1975
- 1975-11-28 AU AU87080/75A patent/AU499061B2/en not_active Expired
- 1975-12-16 CA CA241,837A patent/CA1037328A/en not_active Expired
- 1975-12-17 NL NL7514701A patent/NL163857C/en not_active IP Right Cessation
- 1975-12-17 CH CH1637975A patent/CH610066A5/en not_active IP Right Cessation
- 1975-12-17 GB GB51682/75A patent/GB1530460A/en not_active Expired
- 1975-12-17 DE DE19752560469 patent/DE2560469C2/en not_active Expired
- 1975-12-17 FR FR7538681A patent/FR2296107A1/en active Granted
- 1975-12-17 BE BE162823A patent/BE836734A/en not_active IP Right Cessation
- 1975-12-17 DE DE19752556913 patent/DE2556913C2/en not_active Expired
- 1975-12-23 SE SE7514643A patent/SE413798B/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| SE413798B (en) | 1980-06-23 |
| FR2296107A1 (en) | 1976-07-23 |
| DE2556913C2 (en) | 1983-07-14 |
| AU8708075A (en) | 1977-06-02 |
| SE7514643L (en) | 1976-06-28 |
| NL163857C (en) | 1980-10-15 |
| GB1530460A (en) | 1978-11-01 |
| DE2556913A1 (en) | 1976-07-15 |
| BE836734A (en) | 1976-06-17 |
| FR2296107B1 (en) | 1981-01-16 |
| JPS5242288Y2 (en) | 1977-09-26 |
| NL7514701A (en) | 1976-06-29 |
| NL163857B (en) | 1980-05-16 |
| CH610066A5 (en) | 1979-03-30 |
| AU499061B2 (en) | 1979-04-05 |
| DE2560469C2 (en) | 1984-03-01 |
| JPS5183536U (en) | 1976-07-05 |
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