CN1176342A - Ignition controlling device with centrifugal clutch or buncher for vehicle - Google Patents
Ignition controlling device with centrifugal clutch or buncher for vehicle Download PDFInfo
- Publication number
- CN1176342A CN1176342A CN97117596A CN97117596A CN1176342A CN 1176342 A CN1176342 A CN 1176342A CN 97117596 A CN97117596 A CN 97117596A CN 97117596 A CN97117596 A CN 97117596A CN 1176342 A CN1176342 A CN 1176342A
- Authority
- CN
- China
- Prior art keywords
- centrifugal clutch
- continuously variable
- variable transmission
- acceleration
- type continuously
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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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
- 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
- F02P5/145—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 electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
-
- 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
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Theoretical Computer Science (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Control Of Transmission Device (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
- Arrangement Of Transmissions (AREA)
Abstract
To secure smooth accelerating performance while avoiding occurrence of knocking at the time of acceleration of an engine on a vehicle furnished with a centrifugal clutch or belt type continuously variable transmission. Ignition timing is made different before and after engagement finish of a centrifugal clutch or during slipping and slipping convergence of a belt type continuously variable transmission at the time of carrying out acceleration from a low and middle speed rotation region of an engine. As a load of the engine is small and knocking hardly occurs before engagement of the centrifugal clutch or during slipping of the belt type continuously variable transmission, rising of engine speed is improved by spark-advancing the ignition timing. As the load of the engine is large and knocking easily occurs after engagement of the centrifugal clutch or after slipping convergence of the belt type continuously variable transmission, occurrence of knocking is prevented by lagging the ignition timing, and smooth acceleration is carried out.
Description
The present invention relates to the driving force of motor is delivered to ignition control device in the vehicle of driving wheel by centrifugal clutch or belt type continuously variable transmission.
Generally, for improving stability set point ignition delay angle, be to seek the raising of output power and the consumption of reduction fuel etc. to set ignition advance angle at idle speed zone the firing time of mobile engines such as scooter in low medium speed district.When low medium speed district quickens rapidly, because of increasing rapidly with the advance angle control of firing time of load carries out simultaneously, thereby pinking takes place sometimes, the spy opens flat 7-243373 communique, and to disclose a kind of be the technology that delay angle avoids pinking to take place when make firing time when low medium speed district quickens rapidly.
; in the vehicle that centrifugal clutch or belt type continuously variable transmission are housed; when motor quickens rapidly; because centrifugal clutch joint earlier just is delivered to driving wheel with the driving force of motor then; so in the transmission of driving force, produce suitable time lag of engaging time sometimes with centrifugal clutch; perhaps; sometimes because of the phenomenon of the belt slippage that quickens to make belt type continuously variable transmission rapidly, thereby quicken back generation time before the driving force of motor is delivered to driving wheel and lag behind.From motor begin to quicken up to centrifugal clutch engage and driving force from motor to driving wheel that transmit during this period of time or up to belt type continuously variable transmission stop to skid and driving force from motor to driving wheel that transmit during this period of time, because the load of motor is little, so rare pinking.Yet, be delay angle even above-mentioned prior art also made firing time before driving force fully is delivered to driving wheel after motor quickens, so this can postpone the rising of engine revolution, thereby damage sense of acceleration sometimes.
The present invention In view of the foregoing develops, and its objective is when motor quickens and can guarantee acceleration performance stably when avoiding pinking takes place.
In the present invention, after engine revolution increases because of acceleration, finish at centrifugal clutch and to engage or thereby moment of belt type continuously variable transmission skids and stops to establish in the time before the system of driving wheel transferring power along with acceleration, do not carry out the delay angle control of firing time, so during this period of time engine revolution increases sharply, and after acceleration, driving force is delivered to driving wheel instantaneously.And, because load is very little before centrifugal clutch engages or in the belt slippage process, so even do not carry out the delay angle control of firing time, also rare pinking.Owing to finish the delay angle control of carrying out firing time after joint or belt slippage stop at centrifugal clutch, so even, also pinking can not take place, thereby can quicken reposefully because of to the driving wheel transferring power load being increased from motor.
Fig. 1 is the sectional arrangement drawing of the power plant of motorcycle.
Fig. 2 is the circuit diagram of ignition mechanism.
Fig. 3 is the section 1 of main program flow chart.
Fig. 4 is the part 2 of main program flow chart.
Fig. 5 is the flow chart of operation program firing time
Fig. 6 is the retrieval conversion figure of firing time.
Fig. 7 is the plotted curve of illustration effect.
Below, according to the embodiment of the invention illustrated in the accompanying drawings example of the present invention is described.
Fig. 1～Fig. 7 illustrates one embodiment of the invention, Fig. 1 is the sectional arrangement drawing of motorcycle power plant, Fig. 2 is the circuit diagram of ignition mechanism, Fig. 3 is the section 1 of main program flow chart, Fig. 4 is the part 2 of main program flow chart, Fig. 5 is the flow chart of operation program firing time, and Fig. 6 is the retrieval conversion figure of firing time, and Fig. 7 is the plotted curve of illustration effect.
Fig. 1 illustrates the structure of motorcycle power plant P, power plant P has with bolt 1... and connects right half housing 2 of all-in-one-piece and left half housing 3, the right flank of right cap 5 usefulness bolt 4... and right half housing 2 connects, and the left surface of left cap 6 usefulness bolt (not shown)s and left half housing 3 connects.The front portion of right half housing 2 and left half housing 3, the crankcase 7 of formation motor E, its anterior and cylinder block 8 and cylinder head 9 connections.Front end at cylinder head 9 is provided with spark plug 10.
Be bearing in bent axle 12 on right half housing 2 and left half housing 3 by a pair of ball bearing 11,11, connect with the piston 13 that is entrenched in the cylinder that forms by cylinder block 8 in the mode of sliding freely by connecting rod 14.Generator 15 is configured in the right-hand member of bent axle 12.
A left side half housing 3 and left cap 6 constitute case of transmission, and belt type continuously variable transmission 20 is laid by portion within it.Belt type continuously variable transmission 20 has the drive pulley 21 that is bearing in as the left end of the bent axle 12 of input shaft, be bearing in by a pair of ball bearing 22,22 be supported on the driven pulley 24 of the left end of the output shaft 23 on left half housing 3 and right half housing 2, and around the non-joint endless-belt 25 that hangs between drive pulley 21 and the driven pulley 24.
The centrifugal clutch 26 that the rotation of driven pulley 24 is delivered to output shaft 23 is located at the left end at output shaft 23.Reducing gear train 27 is located at the rear portion of left half housing 3 and right half housing 2, after by this reducing gear train 27 rotation of above-mentioned output shaft 23 being slowed down driving wheel is driven.
Therefore, when engine revolution when the idling revolution increases, centrifugal clutch 26 at first engages, the driving force of motor E is delivered to driving wheel, when engine revolution further increases, the groove width of drive pulley 21 narrows down and the groove width of driven pulley 24 broadens, thereby the gear ratio that makes belt type continuously variable transmission 20 changes to high-speed side from low speed side.
As shown in Figure 2, have, forwardly have the rotary type power plant P that motor E is housed as the front-wheel Wf of follower with as the scooter V of the trailing wheel Wr of driving wheel.These power plant P is different with pattern shown in Figure 1, but similarly has belt type continuously variable transmission 20 and centrifugal clutch 26 with Fig. 1, does not have substantial difference on its function.The ignition mechanism 31 of firing time that is used to control the spark plug 10 of motor E has firing circuit 32 and ignition timing control circuit 33.Be connected storage battery 34 and make spark plug 10 produce firing circuit 32 between the spark coil 35 of sparks, have the vibrator circuit 36 that makes the battery tension vibration, by vibration to capacitor 38 supply with high pressure transformer 37, store transformer 37 high-voltage secondary voltage capacitor 38 and make capacitor 38 stored voltages after energy discharge and with the thyristor 39 of discharge charge feed point fire coil 35.
Ignition timing control circuit 33 has CPU (central arithmetic processing apparatus) 40, RAM (random access memory) 41, ROM (ROM (read-only memory)) 42, is stored in the 1st conversion Figure 43 in the ROM42 and is stored in the 2nd interior conversion Figure 44 of same ROM42, CPU40 is according to calculated signals crank angle and engine revolution from the pulse oscillator 45 that is bearing on the bent axle 12 and is provided with near above-mentioned generator 15, and θ firing time that is stored according to the 1st conversion Figure 43 or the 2nd conversion Figure 44
IgAllow fire signal to thyristor 39 outputs.When thyristor 39 conductings, the discharge current of capacitor 38 flows through the primary winding of spark coil 35 and produces high voltage at Secondary coil, and spark plug produces spark 10 firing time with regulation.The electric power that generator 45 sends is by 34 chargings of 46 pairs of storage batteries of pressure governor.
Below, the effect of the embodiment of the invention with said structure is described.
At first, in the step S0 of the flow chart of Fig. 3 and Fig. 4, detection of engine revolution Ne.Then, in step S1, hereinafter described the 2nd timer T during because of beginning
2Be T
2=0, so enter step S2, calculate the variation delta Ne of above-mentioned engine revolution Ne.Then, in step S3, if engine revolution Ne then enters step S4 in the low medium speed district with Ne1≤Ne≤Ne2 regulation.And if in step S3 not in the zone of Ne1≤Ne≤Ne2, then change step S15 over to, in this step, the 1st conversion figure (with reference to Fig. 6 (A)) that uses when common calculates θ firing time
IgAbove-mentioned Ne1～Ne2 zone is the sense of acceleration engine revolution district stably that makes vehicle, for example can be set at Ne1=3000rpm, Ne2=6000rpm, but also can be set at other zones certainly.
In step S4, because of the 1st timer T
1Initial value be T
1=0, so change step S5 over to, begin the 1st timer T
1Counting.Then in step S6, at the 1st timer T
1Reach specified value (for example 1 second) and change step S15 before over to, as reach specified value, then in step S7 with the 1st timer T
1Reset to T
1=0 and enter step S8.Because can be according to the 1st timer T
1Time set detect the acceleration that vehicle begins from the constant speed state of regulation, so, can only in regulation acceleration mode subsequently, carry out the delay angle control of firing time, thereby the high system of versatility that adapts to type of vehicle can be provided.
In step S8, if judge and to be in the acceleration mode that engine revolution variation delta Ne surpasses Δ Ne1 (for example 1000rpm/0.5 second), then enter step S9, not to be in acceleration mode as judging, then change step S15 over to.In step S9, because of the 2nd timer T
2Initial value be T
2=0, so change step S10 over to, begin the 2nd timer T
2Counting.In addition, the 2nd timer T
2Once you begin counting then directly enters step S11 from above-mentioned steps S1.In a single day therefore, in step S8, detect acceleration, then just must be at the 2nd timer T
2Reach the delay angle of setting firing time behind the specified value according to the 2nd conversion figure.
In step S11, at the 2nd timer T
2Reach specified value (for example 0.1 second～0.2 second, best 0.1 second) and before, change above-mentioned steps S15 over to, as reach specified value, then enter step S12.By above-mentioned the 2nd timer T
2The time of timing, under the situation about quickening in the low-medium speed engine revolution district that is set at advance angle since firing time, the time set that skids and stop according to the endless belt 25 of time of quickening back centrifugal clutch 26 positive engagement or belt type continuously variable transmission 20.
In above-mentioned steps S11, as the 2nd timer T
2Reach specified value and the acceleration mode process stipulated time of motor E, the 3rd timer T that then in step S16, S17, begins to count
3Reach specified value (for example 2 seconds～4 seconds, best 2 seconds) before in step S12, in step S14, the 2nd conversion figure (with reference to Fig. 6 (B)) that uses during according to acceleration calculates θ firing time
IgAnd in step S12 as the 3rd timer T
3Reach specified value, then in step S13 with the 2nd timer T
2With the 3rd timer T
3Reset to T
2=0, T
3=0.
As conclude foregoing, then engine revolution Ne is by the 1st timer T
1Be in low medium speed district in the stipulated time of timing, and after the motor E in low medium speed district quickens, when having passed through by the 2nd timer T
2During stipulated time of timing, by the 3rd timer T
3Carry out θ firing time according to the 2nd conversion figure in the stipulated time of timing
IgCalculating.And the 2nd conversion figure that uses according to acceleration the time carries out θ firing time
IgIn time beyond calculating, the 1st conversion figure that uses when common carries out θ firing time
IgCalculating.Below, according to the flowchart text above-mentioned steps S14 of Fig. 5, the subroutine of S15.
At first, in step S21, retrieve θ firing time from the 1st conversion figure or the 2nd conversion figure according to engine revolution Ne
Ig-map, simultaneously, in step S22, read once circuit θ firing time
Ig (n-1), and in step S23 with θ firing time
Ig-mapWith θ firing time
Ig (n-1)Absolute value of the bias | θ
Ig-map-θ
Ig (n-1)| with reference value Δ θ
IgCompare.In addition, firing time θ
IgCrank angle (deg) by the budc of piston provides.
Comparative result as step S23 is an absolute value of the bias | θ
Ig-map-θ
Ig (n-1)| less than reference value Δ θ
Ig, then adopt from θ firing time of the 1st conversion figure or the 2nd conversion figure retrieval
Ig-mapAs this circuit θ firing time
Ig (n)On the other hand, in above-mentioned steps S23, as absolute value of the bias | θ
Ig-map-θ
Ig (n-1)| greater than reference value θ
Ig, then with last circuit θ firing time
Ig (n-1)Add or deduct reference value Δ θ
IgAs this circuit θ firing time
Ig (n)Thereby, prevent θ firing time
IgRapid change.Said reference value Δ θ
Ig, for example can be set at 5 °/0.5 second.In addition, in step S25, during the advance angle of the 1st conversion figure that when employing is common, uses, with last circuit θ firing time
Ig (n-1)Add Δ θ
Ig, when adopting the delay angle of the 2nd conversion figure that uses when quickening, from last circuit θ firing time
Ig (n-1)Deduct Δ θ
Ig
After the 2nd conversion figure that uses when the 1st conversion figure that uses during with common shown in Fig. 6 (A) and the acceleration shown in Fig. 6 (B) compares as can be seen, the 2nd conversion figure that uses during acceleration is near the zone the 7000rpm at engine revolution Ne, and the 1st conversion figure that uses when common is in a ratio of delay angle.Therefore, even the load of motor E increases along with acceleration, also can prevent the pinking that produces because of advance angle is excessive, thereby vehicle is steadily quickened.In addition, quickening beginning back centrifugal clutch 26 when not engaging immediately as yet, or the endless belt 25 of belt type continuously variable transmission 20 is also controlled when sharply quickening to skid because of not carrying out above-mentioned delay angle, institute thereby has avoided the reduction of sense of acceleration so that engine revolution Ne increases sharply.As the 3rd timer T
3When timing finished, the 2nd conversion figure that uses when quickening was converted to the 1st conversion figure that uses when common, so, after quickening to finish, can return to common control.
When for making vehicle quicken to make throttle
THWhen increasing shown in Fig. 7 (A), engine revolution Ne changes shown in (B), and the driving wheel number changes shown in (C).Among the figure, solid line is corresponding to the situation of not carrying out control firing time, dot and dash line is corresponding to the conventional example of the delay angle control of carrying out firing time when quickening beginning, and dotted line is then corresponding to the present invention who carries out the delay angle control of firing time from quickening to begin the set time delay.
The situation of representing with solid line of not carrying out firing time control is quickening that beginning back centrifugal clutch 26 engages and belt type continuously variable transmission 20 when stopping to skid, along with pinking will take place for the increase of the load of motor E.And the conventional example of representing with dot and dash line, though owing to when quickening beginning, carry out the generation that pinking was controlled thereby avoided to the delay angle of firing time, but do not engage as yet and during belt type continuously variable transmission 20 is still skidding at centrifugal clutch 26, promptly the load of motor E little during also to make firing time be delay angle, so will damage sense of acceleration.On the other hand, the situation of the present invention that is represented by dotted lines, do not engage as yet and during belt type continuously variable transmission 20 is still skidding at centrifugal clutch 26, do not carry out the delay angle control of firing time, control and when the load of motor E increases, carry out the delay angle of firing time again thereafter, so can when avoiding that pinking takes place, guarantee acceleration performance to greatest extent.
More than, embodiments of the invention are had been described in detail, but the present invention can carry out various design alterations in the scope that does not break away from its main points.
For example, even the present invention also can be suitable for the vehicle that centrifugal clutch is located at the multiple-speed gear-box of transmission input shaft side is housed.
As mentioned above, according to the present invention, owing to have the acceleration detection device that detects the vehicle acceleration mode, as detecting acceleration, then to make firing time be the ignition lag angle apparatus of delay angle, and detect quicken the back make be delay angle firing time before the time lag setting device that postpones of set time, so before being difficult to that the centrifugal clutch joint of pinking takes place, or belt type continuously variable transmission skids and suppresses the delay angle of firing time before stopping, with the hysteresis that prevents to quicken, and after centrifugal clutch engages, or belt type continuously variable transmission skid stop after, making firing time is delay angle, preventing the generation of pinking, thereby can quicken stably.
Claims (1)
1. the ignition control device in the vehicle that centrifugal clutch or belt type continuously variable transmission be housed, be delivered in the vehicle of driving wheel by centrifugal clutch or belt type continuously variable transmission driving force motor, this ignition control device is characterised in that: have
Detect the acceleration detection device of vehicle acceleration mode;
As detecting acceleration, then to make firing time be the ignition lag angle apparatus of delay angle;
And detect quicken the back make be delay angle firing time before the time lag setting device that postpones of set time.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP236475/96 | 1996-09-06 | ||
| JP23647596A JP3819490B2 (en) | 1996-09-06 | 1996-09-06 | Ignition control device for engine in vehicle |
| JP236475/1996 | 1996-09-06 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1176342A true CN1176342A (en) | 1998-03-18 |
| CN1059015C CN1059015C (en) | 2000-11-29 |
Family
ID=17001297
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN97117596A Expired - Fee Related CN1059015C (en) | 1996-09-06 | 1997-09-04 | Ignition controlling device with centrifugal clutch or buncher for vehicle |
Country Status (6)
| Country | Link |
|---|---|
| JP (1) | JP3819490B2 (en) |
| CN (1) | CN1059015C (en) |
| ES (1) | ES2146524B1 (en) |
| FR (1) | FR2753233B1 (en) |
| IT (1) | IT1294844B1 (en) |
| TW (1) | TW530883U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102418644A (en) * | 2010-09-28 | 2012-04-18 | 本田技研工业株式会社 | Engine control device |
| CN107100747A (en) * | 2017-05-27 | 2017-08-29 | 奇瑞汽车股份有限公司 | Conveyer belt guard method in a kind of CVT gearboxes |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TW539806B (en) * | 2001-08-10 | 2003-07-01 | Moric Kabushiki Kaisha | Engine control method and device for a vehicle |
| JP5995894B2 (en) * | 2014-03-18 | 2016-09-21 | 本田技研工業株式会社 | Ignition control device for vehicle engine |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59145364A (en) * | 1983-02-07 | 1984-08-20 | Toyota Motor Corp | Method of controlling ignition timing for internal- combustion engine |
| JPS6110972U (en) * | 1984-06-27 | 1986-01-22 | 株式会社 共立 | internal combustion engine drive unit |
| JPS61200034A (en) * | 1985-02-28 | 1986-09-04 | Suzuki Motor Co Ltd | Controlling device for stepless speed change gear |
| DE3623829C2 (en) * | 1986-07-15 | 1998-01-15 | Audi Ag | Device for controlling the ignition timing of an internal combustion engine |
| JP3336534B2 (en) * | 1994-02-28 | 2002-10-21 | ヤマハ発動機株式会社 | Ignition system for motorcycle engine |
| JP3304654B2 (en) * | 1994-12-26 | 2002-07-22 | 日産自動車株式会社 | Engine torque control device |
-
1996
- 1996-09-06 JP JP23647596A patent/JP3819490B2/en not_active Expired - Lifetime
-
1997
- 1997-05-20 TW TW091211599U patent/TW530883U/en not_active IP Right Cessation
- 1997-09-03 FR FR9710964A patent/FR2753233B1/en not_active Expired - Fee Related
- 1997-09-04 CN CN97117596A patent/CN1059015C/en not_active Expired - Fee Related
- 1997-09-05 ES ES009701895A patent/ES2146524B1/en not_active Expired - Fee Related
- 1997-09-05 IT IT97TO000790A patent/IT1294844B1/en active IP Right Grant
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102418644A (en) * | 2010-09-28 | 2012-04-18 | 本田技研工业株式会社 | Engine control device |
| CN102418644B (en) * | 2010-09-28 | 2014-08-27 | 本田技研工业株式会社 | Engine control device |
| CN107100747A (en) * | 2017-05-27 | 2017-08-29 | 奇瑞汽车股份有限公司 | Conveyer belt guard method in a kind of CVT gearboxes |
| CN107100747B (en) * | 2017-05-27 | 2019-09-10 | 奇瑞汽车股份有限公司 | Conveyer belt guard method in a kind of CVT gearbox |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH1082358A (en) | 1998-03-31 |
| ES2146524B1 (en) | 2001-02-16 |
| FR2753233B1 (en) | 1999-10-15 |
| TW530883U (en) | 2003-05-01 |
| CN1059015C (en) | 2000-11-29 |
| FR2753233A1 (en) | 1998-03-13 |
| ITTO970790A1 (en) | 1999-03-05 |
| ES2146524A1 (en) | 2000-08-01 |
| JP3819490B2 (en) | 2006-09-06 |
| IT1294844B1 (en) | 1999-04-23 |
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| SE01 | Entry into force of request for substantive examination | ||
| C06 | Publication | ||
| PB01 | Publication | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20001129 Termination date: 20110904 |