CA1153698A - Rotary engine valve - Google Patents
Rotary engine valveInfo
- Publication number
- CA1153698A CA1153698A CA000334542A CA334542A CA1153698A CA 1153698 A CA1153698 A CA 1153698A CA 000334542 A CA000334542 A CA 000334542A CA 334542 A CA334542 A CA 334542A CA 1153698 A CA1153698 A CA 1153698A
- Authority
- CA
- Canada
- Prior art keywords
- shaft
- cylinder
- seal
- head
- passageway
- 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
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
- F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
- F01L7/026—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves with two or more rotary valves, their rotational axes being parallel, e.g. 4-stroke
-
- 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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
Abstract
Abstract of the Disclosure A shaft-type valve means for an internal combustion engine of the type having a block in which there is a cylinder and a piston reciprocal in the cylinder wherein the chamber is covered by a head and an improved valve is in the form of a shaft journaled in the head with a portion of the shaft spanning a portion of the cylinder above the piston and the shaft has a diametrical passageway of a cross sectional area which, in the direction of the centerline of the shaft is at least as great as the radius of the cylinder and where the passageway intersects the surface of the shaft extends circumferentially a distance substantially equal to one-sixteenth of the circumference of the shaft. Seal means attached to and extending chordwise and radially are pro-vided between the shaft and the engine and a crank shaft connected to the piston is connected to the shaft to rotate it simultaneously with the crank shaft by a force transmission means such as a belt or the like.
Description
~lS36~
This invention relates to an improved valve means for internal com-bustion engines.
In the past there have been numerous types of valving arrangements for internal combustion engines. This invention is of a shaft-type valve wherein there are diametrical passageways arranged in the shaft which spans the cylinder and through which intake and exhaust takes place and wherein passage-ways in the shaft are of predetermined size.
The present invention provides a rotary valve for an internal com-bustion engine including at least one piston reciprocally mounted in a cylinder, a head spanning the cylinder, and means for driving the valve in synchronism with the movement of the piston, the valve characterized by a rotary shaft journaled in the head and having a shaft portion spanning at least a portion of the cylinder, the shaft having a diametrical passageway communicating with a port of the cylinder, said passageway having a length along the shaft axis which is at least as long as the radius of the cylinder and, where the passage-way intersects the periphery of the shaft, extends approximately one-sixteenth of the way around the circumference of the shaft, and seal means disposed on the shaft extending chordwise and axially along the shaft between the shaft and the head, said seal means extending axially along the shaft over a length correspond-ing at least to the length of the passageway, and engaging the head journal along a seal face that is sloped in a direction that is generally parallel to the shaft circumference where the seal interse~ts said circumference in its operable position.
The rotary valve is dlfferent from prior art valves in that a direct travel of intake and exhaust is through the shaft which allows a continuous rotary motion of the shaft with correct timing for a four cycle piston engine.
The timing is possible because the width of the passageway ~here it intersects the shaft surface extends substantially about 1/16 of the circumference of the ~'' '' ' -1- ~' '. J s .', ' ", .' ' ' ' ~ ` ~
~, ' , , ' ' , ~3LS3Ç~
shaft. The problems of prior art rotary valves are primarily that they do not seal an explosive mixture and allow gas to escape. The shaft of the instant invention has both longitudinal and circular seals to prevent gas from escaping.
The advantages of the instant invention are the elimination of valve springs and poppet type valves that currently require in the order of about 10%
or more of the delivered or produced horse power of the engine. There is a direct and unobstructed intake and exhaust flow and no valve face in the path of the mixture as in current engines. The components are of a structure which permits them to be very strong and there is a reduction in the number of working parts by reason of the utilization of the instant invention. The system is adaptable for virtually all four cycle piston engines and is adapted to work well with fuel injection and stratified charge heads. It is also useful for diesel fuel where very high compression ratios are required. The shafts and seal of the instant invention replace a large number of parts, estimated to be in the range of about 80, which are normally utilized to accomplish the same effect in a normal V8 engine, reducing the expense of such engines. Because of the rotary movement and because of the elimination of valve springs, the engine is capable of turning at increased rpm's with a resultant higher horse power from the same displacement. Also, when used with the stratified charge type engine, the rich charge chambeL can be shaped more efficiently than with normal engines which yields a greater degree of horsepower for less polluting gases since the same are combusted more thoroughly.
A preferred embodiment of the invention will now be described with reference to the accompanying drawings in which:
Figure 1 is a side elevation view in cross section of an internal combustion engine of the four cycle type;
Figure 2 is a partial view taken on the plane indicated by the line
This invention relates to an improved valve means for internal com-bustion engines.
In the past there have been numerous types of valving arrangements for internal combustion engines. This invention is of a shaft-type valve wherein there are diametrical passageways arranged in the shaft which spans the cylinder and through which intake and exhaust takes place and wherein passage-ways in the shaft are of predetermined size.
The present invention provides a rotary valve for an internal com-bustion engine including at least one piston reciprocally mounted in a cylinder, a head spanning the cylinder, and means for driving the valve in synchronism with the movement of the piston, the valve characterized by a rotary shaft journaled in the head and having a shaft portion spanning at least a portion of the cylinder, the shaft having a diametrical passageway communicating with a port of the cylinder, said passageway having a length along the shaft axis which is at least as long as the radius of the cylinder and, where the passage-way intersects the periphery of the shaft, extends approximately one-sixteenth of the way around the circumference of the shaft, and seal means disposed on the shaft extending chordwise and axially along the shaft between the shaft and the head, said seal means extending axially along the shaft over a length correspond-ing at least to the length of the passageway, and engaging the head journal along a seal face that is sloped in a direction that is generally parallel to the shaft circumference where the seal interse~ts said circumference in its operable position.
The rotary valve is dlfferent from prior art valves in that a direct travel of intake and exhaust is through the shaft which allows a continuous rotary motion of the shaft with correct timing for a four cycle piston engine.
The timing is possible because the width of the passageway ~here it intersects the shaft surface extends substantially about 1/16 of the circumference of the ~'' '' ' -1- ~' '. J s .', ' ", .' ' ' ' ~ ` ~
~, ' , , ' ' , ~3LS3Ç~
shaft. The problems of prior art rotary valves are primarily that they do not seal an explosive mixture and allow gas to escape. The shaft of the instant invention has both longitudinal and circular seals to prevent gas from escaping.
The advantages of the instant invention are the elimination of valve springs and poppet type valves that currently require in the order of about 10%
or more of the delivered or produced horse power of the engine. There is a direct and unobstructed intake and exhaust flow and no valve face in the path of the mixture as in current engines. The components are of a structure which permits them to be very strong and there is a reduction in the number of working parts by reason of the utilization of the instant invention. The system is adaptable for virtually all four cycle piston engines and is adapted to work well with fuel injection and stratified charge heads. It is also useful for diesel fuel where very high compression ratios are required. The shafts and seal of the instant invention replace a large number of parts, estimated to be in the range of about 80, which are normally utilized to accomplish the same effect in a normal V8 engine, reducing the expense of such engines. Because of the rotary movement and because of the elimination of valve springs, the engine is capable of turning at increased rpm's with a resultant higher horse power from the same displacement. Also, when used with the stratified charge type engine, the rich charge chambeL can be shaped more efficiently than with normal engines which yields a greater degree of horsepower for less polluting gases since the same are combusted more thoroughly.
A preferred embodiment of the invention will now be described with reference to the accompanying drawings in which:
Figure 1 is a side elevation view in cross section of an internal combustion engine of the four cycle type;
Figure 2 is a partial view taken on the plane indicated by the line
2-2 of Figure l and looking in the direction of the arrows;
:. ;
.
':
~536~8 Figure 3 is a plan view in cross section of the upper zone o Figure 1.
Referring to Figure 1, there is shown an internal combustion engine generally designated by the numeral 12. It is compos.ed of a block 14 having a lower end spanned by an oil pan 16 in open communication with the lower end of cylinders1 such as that designated by the numeral 20 with the oil pan being secured to the block by suitable means, such as the bolt 21. The upper end of the block is provided with a head 18. Within the block, pistons 22 are reciprocal in the cylinder 20, for example, being connected by a rod, such as that designated by the numeral 24 to a crank shaft 28 as at 26, and, specifical-ly, to an eccentric portion thereof. The end 30 of the crank shaft is connected by a suitable means to a power takeoff and, at the other end, 32, a gear or other drive means is provided for engaging a belt, chain, or other type of force transmission means to the gear 38 on the end of a shaft 36 supported in spanning relation of the side of the upper end zone of the cylinders and being supported such as by bearings 42 and 44 captivated between the upper portion 40 of the head 18 and the.block. With respect to Figure 2, the shaft 36 is rotatable within a tunnel through the head, generally designated by the numeral 41 and wherein there is an opening (intake part) on the opposite sides in diametrical relation as at 43 and 53. As is clearly shown in Figure 2 in the preferred embodiment, the head is provided with a pair of coplanar surfaces 70 and 71 which abut the upper surface 73 of the block and are suitably secured thereto as by the bolts 75 and 77. The upper portion 40 of the head which spans the piston cylinders is elevated, as at 46 in the central longitudinally extending zone and curves downwardly and outwardly to the portions 70 and 71 on the block 73 as designated by the numerals 45 and 45' and through which the port 43 is located in the case of the shaft 36. On the opposite side of the cylinder ; there is also an opening (exhaust port) in the head as at 81 and a tunnel 83 ~r~ -3-.
,, .: ' , .
~5~6g8 is defined in the head and a shaft 37 is rotatable therein in a manner similar to that referred to above in connection with the shaft 36. Each of the shafts has a through passageway as at 90 and 92 forming an intake or exhaust passage which is diametrical and extends completely across it and is of a width which extends substantially one-sixteenth of the circumference of the shaft where it intersects the periphery of the shaft. One of the shafts will be referred to as the intake shaft 36 and the other will be referred to as the exhaust shaft.
Through the central portion of the head a bore 101 is provided for a spark plug 50 which will be utilized to ignite a fuel mixture which will be introduced and exhausted into the chamber 103 in a manner which will now be described.
Referring to the shaft 36, the one on the right in Figure 2, this will be referred to as the intake shaft and it serves as an intake valve. A
fuel and air mixture is introduced into the hood 201 having the opening 203 leading into the tunnel so that when fuel and air are introduced through the opening 205, and the shaft 36 is lined up with the port 53, fuel will pass through passageway 90 and out the port 43 and into Lhe chamber 103. As the shaft rotates, however, this passageway will be closed; and at that time a spark will be ignited as at 50 which will cause an explosion driving the piston 22 downwardly and, on its uptake stroke, the passageway 92 in the shaft 37 will have rotated into alignment with the port 302 in the hood 303 which is bolted as at 305 to the upper end of the head and the upwardly moving piston will cause the gases to exhaust through the port 81 and diametrical passageway 92 through the shaft 37 to exit through the port 302. Referring now to Figure 3, it is seen that each passageway 90 and 92 is elongated, that is, each has a substantial axially extending opening to mate with the diametrical size of the cylinder.
Referring further to Figure 3, and particularly to the opening where passageway 92 intersects the periphery of the shaft 37 designated by the numeral . , .
~536~38 401 for convenience, it is seen that ~his opening in the shaft has a width that extends around one-sixteenth of the circumference of the shafts 36 and 37, which are of equal diameter in the preferred embodiment; the length of opening 401 along sides 403 and 405 is si~ed to extend along approximately 80% of the dia-meter of the cylinder and piston and preferably at least as great as the radius of the cylinder. This is true with respect to each of the diametrical passage-ways through the shafts comprising the rotary valves. Seal means are provided on each of the shafts. These seal means are of two types: As shown in Figure 2, circumferential slots which extend in the chordwise and axial direc-tions are provided; and in each there is received a seal member 501 comprising a bar having a sloped outer wiping and sealing surface 503 in engagement with the inner surface of the head at all times in rotation and this provides a sweeping action against the ir.ner surface of the head providing seal means to prevent blow by. Suitable leaf spring means 501a urge the seal 501 radially outwardly. Additional seal means 601 are provided between each of the cylinders and between the bearings 42 and the enlarged portion of the shaft 36, this seal means being arranged to resist any type of blow by axially. These seal means may resemble conventional piston rings and are seated in grooves located appropriately in the shafts.
In the preferred embodiment longitudinally extending passageways are provided in the groove for lubrication between the exterior surface of the shaft and the interior surface of the tunnel through the head, as indicated by the numeral 902, which are suitably fed as by oil lines 903, 904.
Thi~ invention finds use in four cycle (Otto cycle) internal com-bustion engines.
Suitable openings, shown through the shafts, and in the engine block are provided for water cooling of the same.
:. ;
.
':
~536~8 Figure 3 is a plan view in cross section of the upper zone o Figure 1.
Referring to Figure 1, there is shown an internal combustion engine generally designated by the numeral 12. It is compos.ed of a block 14 having a lower end spanned by an oil pan 16 in open communication with the lower end of cylinders1 such as that designated by the numeral 20 with the oil pan being secured to the block by suitable means, such as the bolt 21. The upper end of the block is provided with a head 18. Within the block, pistons 22 are reciprocal in the cylinder 20, for example, being connected by a rod, such as that designated by the numeral 24 to a crank shaft 28 as at 26, and, specifical-ly, to an eccentric portion thereof. The end 30 of the crank shaft is connected by a suitable means to a power takeoff and, at the other end, 32, a gear or other drive means is provided for engaging a belt, chain, or other type of force transmission means to the gear 38 on the end of a shaft 36 supported in spanning relation of the side of the upper end zone of the cylinders and being supported such as by bearings 42 and 44 captivated between the upper portion 40 of the head 18 and the.block. With respect to Figure 2, the shaft 36 is rotatable within a tunnel through the head, generally designated by the numeral 41 and wherein there is an opening (intake part) on the opposite sides in diametrical relation as at 43 and 53. As is clearly shown in Figure 2 in the preferred embodiment, the head is provided with a pair of coplanar surfaces 70 and 71 which abut the upper surface 73 of the block and are suitably secured thereto as by the bolts 75 and 77. The upper portion 40 of the head which spans the piston cylinders is elevated, as at 46 in the central longitudinally extending zone and curves downwardly and outwardly to the portions 70 and 71 on the block 73 as designated by the numerals 45 and 45' and through which the port 43 is located in the case of the shaft 36. On the opposite side of the cylinder ; there is also an opening (exhaust port) in the head as at 81 and a tunnel 83 ~r~ -3-.
,, .: ' , .
~5~6g8 is defined in the head and a shaft 37 is rotatable therein in a manner similar to that referred to above in connection with the shaft 36. Each of the shafts has a through passageway as at 90 and 92 forming an intake or exhaust passage which is diametrical and extends completely across it and is of a width which extends substantially one-sixteenth of the circumference of the shaft where it intersects the periphery of the shaft. One of the shafts will be referred to as the intake shaft 36 and the other will be referred to as the exhaust shaft.
Through the central portion of the head a bore 101 is provided for a spark plug 50 which will be utilized to ignite a fuel mixture which will be introduced and exhausted into the chamber 103 in a manner which will now be described.
Referring to the shaft 36, the one on the right in Figure 2, this will be referred to as the intake shaft and it serves as an intake valve. A
fuel and air mixture is introduced into the hood 201 having the opening 203 leading into the tunnel so that when fuel and air are introduced through the opening 205, and the shaft 36 is lined up with the port 53, fuel will pass through passageway 90 and out the port 43 and into Lhe chamber 103. As the shaft rotates, however, this passageway will be closed; and at that time a spark will be ignited as at 50 which will cause an explosion driving the piston 22 downwardly and, on its uptake stroke, the passageway 92 in the shaft 37 will have rotated into alignment with the port 302 in the hood 303 which is bolted as at 305 to the upper end of the head and the upwardly moving piston will cause the gases to exhaust through the port 81 and diametrical passageway 92 through the shaft 37 to exit through the port 302. Referring now to Figure 3, it is seen that each passageway 90 and 92 is elongated, that is, each has a substantial axially extending opening to mate with the diametrical size of the cylinder.
Referring further to Figure 3, and particularly to the opening where passageway 92 intersects the periphery of the shaft 37 designated by the numeral . , .
~536~38 401 for convenience, it is seen that ~his opening in the shaft has a width that extends around one-sixteenth of the circumference of the shafts 36 and 37, which are of equal diameter in the preferred embodiment; the length of opening 401 along sides 403 and 405 is si~ed to extend along approximately 80% of the dia-meter of the cylinder and piston and preferably at least as great as the radius of the cylinder. This is true with respect to each of the diametrical passage-ways through the shafts comprising the rotary valves. Seal means are provided on each of the shafts. These seal means are of two types: As shown in Figure 2, circumferential slots which extend in the chordwise and axial direc-tions are provided; and in each there is received a seal member 501 comprising a bar having a sloped outer wiping and sealing surface 503 in engagement with the inner surface of the head at all times in rotation and this provides a sweeping action against the ir.ner surface of the head providing seal means to prevent blow by. Suitable leaf spring means 501a urge the seal 501 radially outwardly. Additional seal means 601 are provided between each of the cylinders and between the bearings 42 and the enlarged portion of the shaft 36, this seal means being arranged to resist any type of blow by axially. These seal means may resemble conventional piston rings and are seated in grooves located appropriately in the shafts.
In the preferred embodiment longitudinally extending passageways are provided in the groove for lubrication between the exterior surface of the shaft and the interior surface of the tunnel through the head, as indicated by the numeral 902, which are suitably fed as by oil lines 903, 904.
Thi~ invention finds use in four cycle (Otto cycle) internal com-bustion engines.
Suitable openings, shown through the shafts, and in the engine block are provided for water cooling of the same.
Claims (5)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A rotary valve for an internal combustion engine including at least one piston reciprocally mounted in a cylinder, a head spanning the cylinder, and means for driving the valve in synchronism with the movement of the piston, the valve characterized by a rotary shaft journaled in the head and having a shaft portion spanning at least a portion of the cylinder, the shaft having a diametrical passageway communicating with a port of the cylinder, said passageway having a length along the shaft axis which is at least as long as the radius of the cylinder and, where the passageway intersects the periphery of the shaft, extends approxi-mately one-sixteenth of the way around the circumference of the shaft, and seal means disposed on the shaft extending chordwise and axially along the shaft between the shaft and the head, said seal means extending axially along the shaft over a length corresponding at least to the length of the passageway, and engaging the head journal along a seal face that is sloped in a direction that is generally parallel to the shaft circumference where the seal intersects said circumference in its operable position.
2. A rotary valve according to Claim 1, characterized in that said chord-wise extending seal lies in a plane that is inclined relative to a transverse radial direction through the shaft, the direction of inclination being away from the direc-tion of motion of the shaft periphery, whereby the seal face performs a sealing and wiping action on the head journal.
3. The rotary valve according to Claim 2, characterized by radial and circumferential seal means disposed adjacent opposite ends of said chordwise and axially extending seal means.
4. The rotary valve according to Claim 2, characterized in that two generally parallel valve shafts are provided for the engine, the passageway of one shaft communicating with a charge intake port of the cylinder and the passageway of the other shaft communicating with an exhaust port of the cylinder.
5. The rotary valve according to Claim 3, characterized in that multiple chordwise and axially extending seals are provided in said shaft, each seal having a bar-like configuration, in that a spring means is provided between the seal and the shaft for biasing the seal towards the head journal, and in that a lubrication supply duct in communication with the head journal is provided.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US93714778A | 1978-08-28 | 1978-08-28 | |
| US937,147 | 1978-08-28 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1153698A true CA1153698A (en) | 1983-09-13 |
Family
ID=25469568
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000334542A Expired CA1153698A (en) | 1978-08-28 | 1979-08-28 | Rotary engine valve |
Country Status (11)
| Country | Link |
|---|---|
| EP (1) | EP0016826A1 (en) |
| JP (1) | JPS5532995A (en) |
| BE (1) | BE878592A (en) |
| CA (1) | CA1153698A (en) |
| DE (1) | DE2928450A1 (en) |
| ES (1) | ES254569Y (en) |
| GB (1) | GB2028920A (en) |
| IN (1) | IN153051B (en) |
| NL (1) | NL7906450A (en) |
| SE (1) | SE7907152L (en) |
| WO (1) | WO1980000469A1 (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB8428005D0 (en) * | 1984-11-06 | 1984-12-12 | Brodie J B | Ic engines |
| JPS61169206U (en) * | 1985-04-10 | 1986-10-20 | ||
| GB2182389B (en) * | 1985-09-30 | 1989-10-11 | Honda Motor Co Ltd | Rotary valve device in an internal combustion engine |
| JPS62157211A (en) * | 1985-12-28 | 1987-07-13 | Michimasa Yamaguchi | Intake exhaust device in engine |
| JPH02115506A (en) * | 1988-10-26 | 1990-04-27 | Hitoshi Niihori | Intake/exhaust device at internal combustion engine |
| WO1994015080A1 (en) * | 1992-12-22 | 1994-07-07 | Antonio Bernardini | An alternative engine with internal combustion, and with rotating distribution and/or exploitation of the air reserve in the carter |
| WO2010021007A1 (en) * | 2008-08-19 | 2010-02-25 | 株式会社築地製作所 | Engine |
| ES2555670B1 (en) * | 2014-07-04 | 2016-10-11 | Fº JAVIER PORRAS VILA | Cylinder and connecting rod motor in lever radius, with gear-cone |
| CN115031151B (en) * | 2022-06-21 | 2023-08-25 | 浙江昕兴科技有限公司 | Single-quantitative valve double-channel oiling structure and oiling method thereof |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1286967A (en) * | 1917-09-22 | 1918-12-10 | Henry Eschwei | Valve mechanism for engines. |
| US1513911A (en) * | 1922-01-28 | 1924-11-04 | Clyde W Keller | Internal-combustion engine |
| FR634572A (en) * | 1926-09-22 | 1928-02-20 | Four-stroke valveless engine with rotary distributor | |
| US1971060A (en) * | 1932-04-22 | 1934-08-21 | Mary C Wills | Rotary valve |
| US2183024A (en) * | 1938-03-30 | 1939-12-12 | William W Large | Rotary valve for engines |
| FR1037297A (en) * | 1951-05-19 | 1953-09-15 | Rotary timing for four-stroke internal combustion engine | |
| CH354622A (en) * | 1957-11-22 | 1961-05-31 | Mottet Armand | Internal combustion piston engine |
| US4019487A (en) * | 1975-11-26 | 1977-04-26 | Dana Corporation | Rotary valve seal assembly |
-
1979
- 1979-07-13 DE DE19792928450 patent/DE2928450A1/en not_active Withdrawn
- 1979-08-21 GB GB7929009A patent/GB2028920A/en not_active Withdrawn
- 1979-08-28 NL NL7906450A patent/NL7906450A/en not_active Application Discontinuation
- 1979-08-28 SE SE7907152A patent/SE7907152L/en not_active Application Discontinuation
- 1979-08-28 ES ES1979254569U patent/ES254569Y/en not_active Expired
- 1979-08-28 CA CA000334542A patent/CA1153698A/en not_active Expired
- 1979-08-28 JP JP10960479A patent/JPS5532995A/en active Granted
- 1979-08-28 WO PCT/US1979/000674 patent/WO1980000469A1/en unknown
- 1979-09-03 IN IN620/DEL/79A patent/IN153051B/en unknown
- 1979-09-04 BE BE0/197009A patent/BE878592A/en not_active IP Right Cessation
-
1980
- 1980-03-25 EP EP19790901180 patent/EP0016826A1/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| WO1980000469A1 (en) | 1980-03-20 |
| JPS6243049B2 (en) | 1987-09-11 |
| ES254569U (en) | 1981-04-16 |
| SE7907152L (en) | 1980-02-29 |
| NL7906450A (en) | 1980-03-03 |
| ES254569Y (en) | 1981-11-01 |
| JPS5532995A (en) | 1980-03-07 |
| IN153051B (en) | 1984-05-26 |
| EP0016826A1 (en) | 1980-10-15 |
| DE2928450A1 (en) | 1980-03-20 |
| BE878592A (en) | 1979-12-31 |
| GB2028920A (en) | 1980-03-12 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |