CA1049869A - Exhaust reaction system in multi-cylinder internal combustion engine - Google Patents
Exhaust reaction system in multi-cylinder internal combustion engineInfo
- Publication number
- CA1049869A CA1049869A CA238,954A CA238954A CA1049869A CA 1049869 A CA1049869 A CA 1049869A CA 238954 A CA238954 A CA 238954A CA 1049869 A CA1049869 A CA 1049869A
- Authority
- CA
- Canada
- Prior art keywords
- reaction chamber
- exhaust
- exhaust gases
- exhaust pipe
- outlet section
- 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
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
- F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
- F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
- F02B19/1028—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
- F01N3/26—Construction of thermal reactors
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/20—SOHC [Single overhead camshaft]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Exhaust Gas After Treatment (AREA)
- Exhaust Silencers (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
Abstract of the Disclosure Separate exhaust pipes each receive exhaust gases from a plurality of cylinders of an internal combustion engine. The exhaust pipes merge into a common outlet pipe delivering exhaust gases into a first reaction chamber and then into a second reaction chamber enclosing the first reaction chamber.
The second reaction chamber also encloses the exhaust pipes and outlet pipe.
The cross section areas of the exhaust pipes, discharge pipe and continuing passageway through the first reaction chamber are substantially the same in effective cross section area to avoid temperature drop in the exhaust gases due to expansion. Oxygen-rich exhaust gases from the engine are held at a high temperature for long residence time to oxidize HC and CO and thereby minimize the quantity of these pollutants discharged into the atmosphere.
The second reaction chamber also encloses the exhaust pipes and outlet pipe.
The cross section areas of the exhaust pipes, discharge pipe and continuing passageway through the first reaction chamber are substantially the same in effective cross section area to avoid temperature drop in the exhaust gases due to expansion. Oxygen-rich exhaust gases from the engine are held at a high temperature for long residence time to oxidize HC and CO and thereby minimize the quantity of these pollutants discharged into the atmosphere.
Description
~ 1049869 This invention relates to internal combustion engines and is par-ticularly directed to improved apparatus for oxidizing HC and C0 in the exhaust gases in order to minimize the quantity of these pollutants discharged into the atmosphere. The invention is particularly useful where the exhaust -gases are oxygen-rich as a result of operating the engine on an overall air-fuel ratio leaner than the stoichiometric ratio. By way of illustration, this invention will be described in connection with a three-valve, prechamber, torch ignition, stratified charge engine having a plurality of cylinders. ;
The combination of the present invention is for use with an internal combustion engine which discharges exhaust gases from a plurality of cylin-ders and comprises a generally Y-shaped exhaust pipe having a pair of exhaust pipe sections of equal length each connected to receive exhaust gases from a pair of adjacent cylinders of different exhaust timing and an outlet section connected to receive exhaust gases from both said exhaust pipe sections, a first reaction chamber connected to receive exhaust gases from said outlet section, said first reaction chamber having a continuous passage extending therethrough, said exhaust pipe sections, outlet section and continuous passage having essentially the same cross sectional area, a second reaction chamber surrounding and enclosing said first reaction chamber and surrounding and enclosing said exhaust pipe sections and said outlet section, means for discharging exhaust gases from the first reaction chamber into the second reaction chamber, and means whereby exhaust gases are discharged from said second reaction chamber.
In order to maintain temperatures of the exhaust gases at a high level, exhaust pipes each receiving exhaust gases from a plurality of cylin-ders of different exhaust timing are employed. These exhaust pipes merge into a singlè outlet pipe which delivers exhaust gases into the first reaction chamber.
The heat of reaction in oxidizing HC and CO also contributes to maintenance of high temperature for long residence time. In order to prevent lowering of exhaust gas temperatures by reason of expansion of the gases, the exhaust pipes, the outlet pipe, and the continuing passageway through the , ., . ~
1049~369 first reaction chamber all have substantially the same effective cross section area.
Other features and advantages will appear hereinafter.
In the drawings:
Figure 1 is a sectional elevation showing a preferred embodiment of this invention.
Figure 2 is a sectional plan view taken substantially on the lines
The combination of the present invention is for use with an internal combustion engine which discharges exhaust gases from a plurality of cylin-ders and comprises a generally Y-shaped exhaust pipe having a pair of exhaust pipe sections of equal length each connected to receive exhaust gases from a pair of adjacent cylinders of different exhaust timing and an outlet section connected to receive exhaust gases from both said exhaust pipe sections, a first reaction chamber connected to receive exhaust gases from said outlet section, said first reaction chamber having a continuous passage extending therethrough, said exhaust pipe sections, outlet section and continuous passage having essentially the same cross sectional area, a second reaction chamber surrounding and enclosing said first reaction chamber and surrounding and enclosing said exhaust pipe sections and said outlet section, means for discharging exhaust gases from the first reaction chamber into the second reaction chamber, and means whereby exhaust gases are discharged from said second reaction chamber.
In order to maintain temperatures of the exhaust gases at a high level, exhaust pipes each receiving exhaust gases from a plurality of cylin-ders of different exhaust timing are employed. These exhaust pipes merge into a singlè outlet pipe which delivers exhaust gases into the first reaction chamber.
The heat of reaction in oxidizing HC and CO also contributes to maintenance of high temperature for long residence time. In order to prevent lowering of exhaust gas temperatures by reason of expansion of the gases, the exhaust pipes, the outlet pipe, and the continuing passageway through the , ., . ~
1049~369 first reaction chamber all have substantially the same effective cross section area.
Other features and advantages will appear hereinafter.
In the drawings:
Figure 1 is a sectional elevation showing a preferred embodiment of this invention.
Figure 2 is a sectional plan view taken substantially on the lines
2--2 as shown in Figure 1.
Figure 3 is a sectional elevation taken substantially on the lines ; ' ' `'`: ' ,,~-..: :-- la -: ;,~'' ~ ' i ; ; , : '
Figure 3 is a sectional elevation taken substantially on the lines ; ' ' `'`: ' ,,~-..: :-- la -: ;,~'' ~ ' i ; ; , : '
3--3 as shown in Figure 1.
Referring to the drawings, each cylinder 4 of the internal com-bustion engine 1 has a main combustion chamber 2 and an auxiliary combustion chamber 3 connected by a torch opening 6. Each of the four cylinders 4 is provided with an exhaust valve 5 and these are arranged in adjacent pairs, -as shown in Figure 2. Each of these valves 5 controls the flow of exhaust gases through a passage 8 in the cylinder head 7. One pair of exhaust passages 8 discharges through exhaust port 9 and the other pair of exhaust passages 8 discharge through exhaust port 10.
An exhaust pipe 11 has an open end lla receiving exhaust gases discharged through exhaust port 9. Similarly, exhaust pipe 12 has an open end 12a receiving exhaust gases discharged through exhaust port 10. The exhaust pipes 11 and 12 and liner 14 are each constructed of thin wall metal of good thermal conductivity. The exhaust pipes 11 and 12 are joined together to form a single and common exhaust outlet pipe 13 at their junction, and the outlet pipe 13 opens into the liner 14 containing a first reac~ion chamber 20. Both the exhaust pipes 11 and 12 and the outlet pipe 13 leading into the first reaction chamber 20, as well as the passages through the first reaction chamber 20, are substantially equal in cross section area for substantially their entire length. In this way, any temperature drop caused by expansion of the exhaust gas is eliminated; such a disadvantage would be likely to occur if the passage size were to expand ~
downstream from the open ends lla-and 12a. The exhaust pipes and the ~ ;
reaction chamber 20 are maintained at high temperature, and this is ~ - -effective in accelerating the reaction of exhaust gas for minimizing air pollutants CO and HC.
Each of the exhaust pipes 11 and 12 and the liner 14 are enclosed within a double wall shell 15 having inner and outer walls separated by an air space 18. A second reaction chamber 21 is formed by the space between -2_ . . .
' ' ' ~ ' ~
10498~;9 the liner 14 and the inner wall of the shell 15. A thick wall housing 17 spaced from and enclosing the double wall shell 15 provides rigidity for the assembly. The liner 14 has laterally extending supports 19 received in corresponding recesses provided in the double wall shell 15. The liner 14 is also supported by contact between the double wall shell 15 and the outer periphery of the exhaust pipes 11 and 12 near their respective open ends lla and 12a. The double wall shell 15 has a discharge pipe 23 fixed with respect thereto and slidably mounted within a sealing assembly 26 carried on the thick wall housing 17. The double wall shell 15 is secured by means of threaded members 27 to the mounting ring 28 fixed to the housing 17 near the opening 29.
From the foregoing description it will be understood that the exhaust pipes 11 and 12 are enclosed within the double wall shell 15 and that these exhaust pipes 11 and 12 have a common outlet pipe 13 which feeds the first reaction chamber 20 by way of reversing elbow 30. The hot gases then pass through the liner space 31, again reversing direction and emerging from the lower portion of the liner 14 through the opening 22. The exhaust gases then pass through the liner space 32 into the second reaction chamber 21 which surrounds the first reaction chamber 20, The hot gases in the second reaction chamber 21 act through the opening 29 to heat the walls 33 and 34 and then pass outward to the discharge pipe 23. The lean mixture from the main carburetor barrel 24 is heated through the wall 33 prior to introduction into the main combustion chambers 2, and the rich mixture from the auxiliary carburetor barrel 25 is heated through the wall 34 prior to introduction into the auxiliary combustion chambers 3. The secondary barrel 24a of the carburetor operates only when the engine is under load to deliver a lean mixture to the main combustion chambers 2, but that mixture is substantially unheated.
Since exhaust gas is discharged sequentially from the cylinders 4 . . . : . .
.. . .
.
in a predetermined order, the junction of the exhaust pipes 11 and 12 is maintained at high temperature to accelerate the reaction of exhaust gas.
Also, at any given lnstant exhaust gas of lower temperature existing in one of the exhaust pipes 11 or 12 is activated by exhaust gas of higher temperature flowing from the other exhaust pipe. Thus the heat of exhaust gas discharged through one exhaust pipe prevents undue loss of heat from the other exhaust pipe, because of sequential pulses of hot exhaust gases from the cylinders 4. Also, each thin wall metal exhaust pipe 11 and 12 is surrounded by the shell 15 so that the heat of reaction resulting from oxidation of C0 and HC assists in maintaining the exhaust pipes at high ~! temperature. Furthermore~ the cross section area of the continuing passage-way through the exhaust pipes 11 and 12, exhaust outlet pipe 13, reversing elbow 30, the passage including liner space 31, through the first reaction chamber 20, opening 22 and liner space 32 are substantially equal for substantially the full length of the passageway. Thus~ the hot exhaust gases then pass into the second reaction chamber 21 outside the liner 14 and inside the double wall shell 15, the temperature being sufficiently high to continue rapid oxidation of C0 and HC.
Having fully described our invention, it is to be understood that we are not to be limited to the details herein set forth but that our invention is of the full scope of the appended claims.
, ':
-- :
. ' -, :,, , : ~ ~ ::
Referring to the drawings, each cylinder 4 of the internal com-bustion engine 1 has a main combustion chamber 2 and an auxiliary combustion chamber 3 connected by a torch opening 6. Each of the four cylinders 4 is provided with an exhaust valve 5 and these are arranged in adjacent pairs, -as shown in Figure 2. Each of these valves 5 controls the flow of exhaust gases through a passage 8 in the cylinder head 7. One pair of exhaust passages 8 discharges through exhaust port 9 and the other pair of exhaust passages 8 discharge through exhaust port 10.
An exhaust pipe 11 has an open end lla receiving exhaust gases discharged through exhaust port 9. Similarly, exhaust pipe 12 has an open end 12a receiving exhaust gases discharged through exhaust port 10. The exhaust pipes 11 and 12 and liner 14 are each constructed of thin wall metal of good thermal conductivity. The exhaust pipes 11 and 12 are joined together to form a single and common exhaust outlet pipe 13 at their junction, and the outlet pipe 13 opens into the liner 14 containing a first reac~ion chamber 20. Both the exhaust pipes 11 and 12 and the outlet pipe 13 leading into the first reaction chamber 20, as well as the passages through the first reaction chamber 20, are substantially equal in cross section area for substantially their entire length. In this way, any temperature drop caused by expansion of the exhaust gas is eliminated; such a disadvantage would be likely to occur if the passage size were to expand ~
downstream from the open ends lla-and 12a. The exhaust pipes and the ~ ;
reaction chamber 20 are maintained at high temperature, and this is ~ - -effective in accelerating the reaction of exhaust gas for minimizing air pollutants CO and HC.
Each of the exhaust pipes 11 and 12 and the liner 14 are enclosed within a double wall shell 15 having inner and outer walls separated by an air space 18. A second reaction chamber 21 is formed by the space between -2_ . . .
' ' ' ~ ' ~
10498~;9 the liner 14 and the inner wall of the shell 15. A thick wall housing 17 spaced from and enclosing the double wall shell 15 provides rigidity for the assembly. The liner 14 has laterally extending supports 19 received in corresponding recesses provided in the double wall shell 15. The liner 14 is also supported by contact between the double wall shell 15 and the outer periphery of the exhaust pipes 11 and 12 near their respective open ends lla and 12a. The double wall shell 15 has a discharge pipe 23 fixed with respect thereto and slidably mounted within a sealing assembly 26 carried on the thick wall housing 17. The double wall shell 15 is secured by means of threaded members 27 to the mounting ring 28 fixed to the housing 17 near the opening 29.
From the foregoing description it will be understood that the exhaust pipes 11 and 12 are enclosed within the double wall shell 15 and that these exhaust pipes 11 and 12 have a common outlet pipe 13 which feeds the first reaction chamber 20 by way of reversing elbow 30. The hot gases then pass through the liner space 31, again reversing direction and emerging from the lower portion of the liner 14 through the opening 22. The exhaust gases then pass through the liner space 32 into the second reaction chamber 21 which surrounds the first reaction chamber 20, The hot gases in the second reaction chamber 21 act through the opening 29 to heat the walls 33 and 34 and then pass outward to the discharge pipe 23. The lean mixture from the main carburetor barrel 24 is heated through the wall 33 prior to introduction into the main combustion chambers 2, and the rich mixture from the auxiliary carburetor barrel 25 is heated through the wall 34 prior to introduction into the auxiliary combustion chambers 3. The secondary barrel 24a of the carburetor operates only when the engine is under load to deliver a lean mixture to the main combustion chambers 2, but that mixture is substantially unheated.
Since exhaust gas is discharged sequentially from the cylinders 4 . . . : . .
.. . .
.
in a predetermined order, the junction of the exhaust pipes 11 and 12 is maintained at high temperature to accelerate the reaction of exhaust gas.
Also, at any given lnstant exhaust gas of lower temperature existing in one of the exhaust pipes 11 or 12 is activated by exhaust gas of higher temperature flowing from the other exhaust pipe. Thus the heat of exhaust gas discharged through one exhaust pipe prevents undue loss of heat from the other exhaust pipe, because of sequential pulses of hot exhaust gases from the cylinders 4. Also, each thin wall metal exhaust pipe 11 and 12 is surrounded by the shell 15 so that the heat of reaction resulting from oxidation of C0 and HC assists in maintaining the exhaust pipes at high ~! temperature. Furthermore~ the cross section area of the continuing passage-way through the exhaust pipes 11 and 12, exhaust outlet pipe 13, reversing elbow 30, the passage including liner space 31, through the first reaction chamber 20, opening 22 and liner space 32 are substantially equal for substantially the full length of the passageway. Thus~ the hot exhaust gases then pass into the second reaction chamber 21 outside the liner 14 and inside the double wall shell 15, the temperature being sufficiently high to continue rapid oxidation of C0 and HC.
Having fully described our invention, it is to be understood that we are not to be limited to the details herein set forth but that our invention is of the full scope of the appended claims.
, ':
-- :
. ' -, :,, , : ~ ~ ::
Claims (5)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. For use with an internal combustion engine which discharges exhaust gases from a plurality of cylinders, the improvement comprising, in com-bination: a generally Y-shaped exhaust pipe having a pair of exhaust pipe sections of equal length each connected to receive exhaust gases from a pair of adjacent cylinders of different exhaust timing and an outlet section connected to receive exhaust gases from both said exhaust pipe sections, a first reaction chamber connected to receive exhaust gases from said outlet section, said first reaction chamber having a continuous passage extending therethrough, said exhaust pipe sections, outlet section and continuous passage having essentially the same cross sectional area, a second reaction chamber surrounding and enclosing said first reaction chamber and surrounding and enclosing said exhaust pipe sections and said outlet section, means for discharging exhaust gases from the first reaction chamber into the second reaction chamber, and means whereby exhaust gases are discharged from said second reaction chamber.
2. For use with an internal combustion multi-cylinder engine in which each cylinder has a main combustion chamber and an auxiliary combustion chamber connected thereto by a torch opening, and wherein a lean intake mix-ture is delivered to each main combustion chamber and a rich intake mixture is delivered to each auxiliary combustion chamber, the improvement comprising, in combination: a generally Y-shaped exhaust pipe having a pair of exhaust pipe sections of equal length each connected to receive exhaust gases from a pair of adjacent cylinders of different exhaust timing and an outlet section connected to receive exhaust gases from both said exhaust pipe sections, a first reaction chamber connected to receive exhaust gases from said outlet section, said first reaction chamber having a continuous passage extending therethrough, the effective cross section areas of said exhaust pipe sections, said outlet section and said continuous passage through said first reaction chamber being substantially the same, a second reaction chamber surrounding and enclosing said first reaction chamber and surrounding and enclosing said exhaust pipe sections and said outlet section, means for discharging exhaust gases from the first reaction chamber into the second reaction chamber, heat exchange means whereby hot gases in the second reaction chamber may heat the rich intake mixture for the auxiliary combustion chambers, and means whereby exhaust gases are discharged from said second reaction chamber.
3. The combination set forth in claim 2 in which the heat exchange means also heats at least a portion of the lean intake mixture.
4. The combination set forth in claim 2 in which the first reaction chamber is formed within a thin wall metal liner, and the second reaction chamber is formed within a double wall shell.
5. The combination set forth in claim 4 in which the double wall shell is enclosed within a thick wall outer housing.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP49130486A JPS5157325A (en) | 1974-11-14 | 1974-11-14 | Takitonainenkikanno haikisainenshosochi |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1049869A true CA1049869A (en) | 1979-03-06 |
Family
ID=15035395
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA238,954A Expired CA1049869A (en) | 1974-11-14 | 1975-11-04 | Exhaust reaction system in multi-cylinder internal combustion engine |
Country Status (15)
| Country | Link |
|---|---|
| JP (1) | JPS5157325A (en) |
| AR (1) | AR208004A1 (en) |
| AU (1) | AU498716B2 (en) |
| BE (1) | BE835231A (en) |
| BR (1) | BR7507526A (en) |
| CA (1) | CA1049869A (en) |
| CH (1) | CH600143A5 (en) |
| DD (1) | DD123767A5 (en) |
| DE (1) | DE2549427C3 (en) |
| ES (1) | ES442326A1 (en) |
| FR (1) | FR2291354A1 (en) |
| GB (1) | GB1534392A (en) |
| IT (1) | IT1052553B (en) |
| NL (1) | NL164361C (en) |
| SE (1) | SE7512345L (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS51119423A (en) * | 1975-04-11 | 1976-10-20 | Nissan Motor Co Ltd | Exhaust purification device of torch ignition engine |
| JPS5314216A (en) * | 1976-07-23 | 1978-02-08 | Fuji Heavy Ind Ltd | Exhaust means in internal combustion engine |
-
1974
- 1974-11-14 JP JP49130486A patent/JPS5157325A/en active Granted
-
1975
- 1975-01-01 AR AR261131A patent/AR208004A1/en active
- 1975-11-03 IT IT52048/75A patent/IT1052553B/en active
- 1975-11-04 CH CH1420875A patent/CH600143A5/xx not_active IP Right Cessation
- 1975-11-04 DD DD189235A patent/DD123767A5/xx unknown
- 1975-11-04 SE SE7512345A patent/SE7512345L/en unknown
- 1975-11-04 BE BE161567A patent/BE835231A/en unknown
- 1975-11-04 FR FR7533628A patent/FR2291354A1/en active Granted
- 1975-11-04 CA CA238,954A patent/CA1049869A/en not_active Expired
- 1975-11-04 GB GB45821/75A patent/GB1534392A/en not_active Expired
- 1975-11-04 ES ES442326A patent/ES442326A1/en not_active Expired
- 1975-11-04 DE DE2549427A patent/DE2549427C3/en not_active Expired
- 1975-11-04 NL NL7512904.A patent/NL164361C/en active
- 1975-11-05 AU AU86327/75A patent/AU498716B2/en not_active Expired
- 1975-11-13 BR BR7507526*A patent/BR7507526A/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| NL164361B (en) | 1980-07-15 |
| NL164361C (en) | 1980-12-15 |
| FR2291354A1 (en) | 1976-06-11 |
| AR208004A1 (en) | 1976-11-22 |
| FR2291354B1 (en) | 1978-06-30 |
| DE2549427B2 (en) | 1980-01-03 |
| JPS5335212B2 (en) | 1978-09-26 |
| DE2549427C3 (en) | 1980-09-04 |
| AU498716B2 (en) | 1979-03-22 |
| DE2549427A1 (en) | 1976-10-07 |
| CH600143A5 (en) | 1978-06-15 |
| GB1534392A (en) | 1978-12-06 |
| AU8632775A (en) | 1977-05-12 |
| IT1052553B (en) | 1981-07-20 |
| NL7512904A (en) | 1976-05-18 |
| JPS5157325A (en) | 1976-05-19 |
| SE7512345L (en) | 1976-05-17 |
| ES442326A1 (en) | 1977-12-01 |
| BR7507526A (en) | 1976-08-03 |
| BE835231A (en) | 1976-05-04 |
| DD123767A5 (en) | 1977-01-12 |
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