EP0010033B1 - Capteur de position angulaire pour moteur à combustion interne équipé d'un système d'allumage électronique - Google Patents

Capteur de position angulaire pour moteur à combustion interne équipé d'un système d'allumage électronique Download PDF

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Publication number
EP0010033B1
EP0010033B1 EP79400674A EP79400674A EP0010033B1 EP 0010033 B1 EP0010033 B1 EP 0010033B1 EP 79400674 A EP79400674 A EP 79400674A EP 79400674 A EP79400674 A EP 79400674A EP 0010033 B1 EP0010033 B1 EP 0010033B1
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EP
European Patent Office
Prior art keywords
detectors
motor
signals
output
signal
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
Application number
EP79400674A
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German (de)
English (en)
French (fr)
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EP0010033A1 (fr
Inventor
Christian Menard
Philippe Gaches
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PSA ETUDES ET RECHERCHES
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PSA ETUDES ET RECHERCHES
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    • 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
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/067—Electromagnetic pick-up devices, e.g. providing induced current in a coil
    • F02P7/0675—Electromagnetic pick-up devices, e.g. providing induced current in a coil with variable reluctance, e.g. depending on the shape of a tooth

Definitions

  • the invention relates to the technique of ignition of multi-cylinder internal combustion engines; more specifically, it relates to an angular position sensor which provides a plurality of electrical signals allowing the synchronization of an electronic ignition system.
  • An electronic ignition system for an internal combustion engine comprising a plurality of cylinders, comprises: automatic advance circuits which, at a determined instant, depend on the engine operating speed, electrical signals making it possible to trigger sequentially tily, via a distribution circuit, spark generators being connected to the spark plugs arranged in the engine cylinders.
  • an electronic ignition system it is known, in order to ensure perfect operation of the automatic advance circuits over all of the engine operating regimes, to implement automatic advance circuits comprising two channels whose operation is mutually exclusive; a first channel which operates during the engine starting and idling phases, and a second channel which operates during the cruising phase. It is also known, in order to reduce the number of spark generators by a factor of two, to use spark generators with twin secondary.
  • a continuous signal proportional to the speed of rotation N of the motor and possibly signals with two states indicating the engine rotation speeds, for example starting, idling, cruising and overspeed or even a set speed.
  • a disadvantage of this sensor lies in the fact that, when the diameter of the circle, on which these weights are positioned is large, and that the feed angle to be controlled is large, therefore correlatively the length of the segments of the second set of weights then, at high speeds of rotation of the engine, this second set of weights is subjected to excessive mechanical breakout forces.
  • the object of the invention is to remedy the aforementioned defect by providing a sensor for measuring the position of the pistons, in which all the metal weights are identical and of small dimensions.
  • the present invention also relates to a sensor, the electro-mechanical components of which can be easily integrated into the engine, in that the weights can be arranged, for example, by simple fixing means, on the flywheel of the engine or the disc. clutch, and in that the pair of detectors can be mounted in the thickness of the flywheel or clutch protection casing.
  • a sensor for measuring the position of the pistons of a multi-cylinder internal combustion engine equipped with an electronic system for igniting the air / fuel mixture admitted into the cylinders comprising electronic circuits for automatic advance double channel type an electronic distributor and spark generators connected to the spark plugs, includes: electromechanical means, coupled mechanically to an output axis of the engine, providing electrical signals representative of the position of the pistons of the engine, and electronic means for processing these output signals providing synchronization signals of the electronic ignition system; this electromechanical means comprises: a set of M + 1 conducting weights, all identical and of small dimensions, driven in rotation by the engine crankshaft, and two fixed detectors, arranged opposite the travel of the weights, which deliver two identical electrical signals and phase shifted between them by a determined quantity, and, the electronic means comprises: a coincidence logic circuit which combines the output signals of the two detectors to provide an output signal corresponding to the ignition cycle of the engine, and a first and a second logic circuit each connected to the output of the coincidence logic circuit on the one
  • the set of M + 1 conducting weights comprises M main weights regularly spaced angularly and one (1) auxiliary weights offset angularly with respect to one of the main weights by an angle ⁇ D , at least equal to the angle O A d maximum advance to engine ignition.
  • the relative angular spacing ⁇ D of the two detectors has a value greater than the maximum advance angle ⁇ A to be controlled; the value of the arc ⁇ 1 is less than the value ⁇ D and the value of the arc 0 2 is greater than the value ⁇ D ; the direction of rotation of the disc C is indicated by the arrow; means being provided to ensure the relative angular setting between the disc C and the pair of detectors D1 and D2.
  • FIG. 1b represents the timing diagrams of the output signals of the sensor of FIG. 1 a. It may be recalled that an ignition cycle of the engine corresponds to two revolutions of the crankshaft, consequently, a complete ignition cycle corresponds to a rotation of 720 ° of the disc C.
  • the signal E2 considered during an ignition cycle consists of two slots 2 corresponding to the passage of the counterweight M2 in front of the detector D2 and two slots 1 corresponding to the passage of the counterweight M1 in front of the detector D2.
  • the signal E1 is constituted by a sequence of identical slots 1 ′, 2 ′, with slots 1,2, this sequence being phase shifted late by an angle ⁇ D.
  • the EO signal results from the logical conjunction of the E1 and E2 signals.
  • the rising edges of the signals E1 and E2 define the instants of synchronization of the automatic advance circuit and the falling edges of the signal EO can be used to synchronize a distribution circuit of signals for triggering the spark generators.
  • FIG. 1b have been indicated in dotted lines the TDC marks which are located in the vicinity of the rising edges of the signal E1; the phase shift between the TDCs and the rising edges of the signal E1 being equal to the angle 5 of static setting.
  • the three weights M1, M2 and Ma are arranged, by means of fixing means, on a rotating element V, driven in direct engagement by the axis A of the engine crankshaft, for example, the rotating element may be constituted by the engine flywheel.
  • the detector coupler D1 and D2 is arranged in the thickness of a housing B, this housing B or fixed element may be constituted by the protective casing of the steering wheel, partially shown in this FIG. 2a.
  • the electrical output signals from the detectors D1 and D2 are respectively the signals E1 and E2
  • the output signals from the circuits 110, 120 and 130 are respectively the signals S0, S1 and S2.
  • Figure 2b shows the timing diagrams of the main sensor signals of Figure 2a, considered during an engine ignition cycle.
  • the signal E2 is formed by the sequence of signals in slots 2, a and 1 resulting from the passage of the weights M2, M ⁇ and M1 in front of the detector D2.
  • the signal E1 is formed by the sequence of the signals 2 ', a' and 1 ', resulting from the passage of the respective weights M2, M ⁇ and M1 in front of the detector D1.
  • the signal SO results from the logical conjunction of the signals E1 and E2, while the signal S2, produced by the circuit 120 results from the logical combination of the signals E2 and SO and the signal S1, produced by the circuit 130, results from the combination logic of signals E1 and S0.
  • the rising edges of the signals S1 and S2 make it possible to synchronize the automatic advance circuits and the falling edges of the signal SO make it possible to synchronize the distribution circuit of the triggering signals of the spark generator.
  • the repetition frequency of the signals generated by the sensor being proportional to the speed of rotation N of the motor, these signals can be used to develop a signal representative of the speed of rotation N; the relative phase of the signals E1 and E2 generated by the sensor can, if necessary, be used to determine the different engine rotation regimes.
  • the angle of static ignition timing is indicated with a negative value; it should however be understood that the magnitude of this angle ⁇ can be zero, positive or negative.
  • the weights and the detectors can be positioned so as to meet the ignition timing conditions, so such a sensor does not necessarily require auxiliary timing means.
  • the weights have been represented under the shape of arc segments, however, other forms of weights are possible, for example cylindrical, with or without flats.
  • the means of fixing these weights can be constituted by a threaded element which screws into the thickness of the mass of the steering wheel.
  • the metal weights can be made of a metal of the same kind as that of which the rotating element on which these weights are arranged is made.
  • the magnitude of the arc ⁇ 1 can be a few degrees, and the magnitude of the angle ⁇ D several tens of degrees, with an extreme value of 90 ° in the example of embodiment described.
  • the diameter of the element V is between 150 and 300 mm.
  • FIG. 3a represents, in functional form, an embodiment of the logic circuits 110, 120 and 130 represented in FIG. 2a, and FIGS. 3b and 3c represent timing diagrams of the main input / output signals of the components of FIG. 3a.
  • the coincidence logic circuit 110 is constituted by a logic gate 11 of the "NAND” type (NAND according to the Anglo-Saxon convention) with two inputs: a first input which receives the output signal ⁇ 1 from the detector D1 and a second input which receives the output signal E2 from the detector D2; the output of this gate is complemented by an inverter 112 whose output signal is the signal S0.
  • NAND NAND according to the Anglo-Saxon convention
  • the logic circuit 120 comprises the following components: an inverter 121, two flip-flops 122 and 123, a logic gate 124 of the "NO OR" type (NOR according to the Anglo-Saxon convention) and an inverter 125.
  • the operation of this circuit 120 will now be described with reference to FIG. 3b.
  • the flip-flop 123 by its input C, samples the input D, which is connected to the output Q 122 , by the action of the falling edges of the signal E 1 , the slot El.2 thus positions the output Q 123 at the high level and the slot E1. ⁇ positions this output Q 123 at the low level.
  • the logical union in the NOR gate 124 with three inputs, supplemented by the inverter 125, of the three signals E1, Q 122 and Q 123 provides the output signal S1; the rising edges of the slots of this signal S1 provide the effective signals for synchronization of the automatic advance circuits.
  • the logic circuit 130 comprises the following components: an inverter 131, three flip-flops 132, 133 and 134 and a NOR gate 135 supplemented by an inverter 136.
  • the operation of this logic circuit 130 will now be described with reference to FIG. 3c .
  • the rising edge of the slots which constitute the signal SO applied to the input S of the flip-flop 132 positions the output Q 132 at the high level, the falling edges of the signal E2.1 (E2 supplemented by the inverter 131) applied to the input C of the flip-flop sample the level of input D which is referenced at the low level.
  • the rising edge of the slots of the signal SO which is also applied to the input S of the flip-flop 133 positions the output 0 133 of the latter at the high level; the falling edges of the signal E2.2. (signal E2 supplemented by the inverter 131) applied to the input C sample the level of the input D which is connected to the output Q 132 thus allowing the flip-flop 133 to be repositioned at the level low.
  • the input D of the flip-flop 134 is sampled by its input C by the falling edges of the slots which constitute the signal E2, 2, the input D of the flip-flop 134 being connected to the output Q of the flip-flop 133; consequently, the output 0 of the flip-flop 134 is positioned at the high level by the falling edges of the slots E2.2 and at the low level by the falling edges of the slots E2.a and E2.1.
  • the logical union in the NOR 135 gate, with three inputs, the output of which is complemented by the inverter 136, of the three signals E2, Q 133 and Q 134 provide the signal S2, the rising edges of this signal S2 provide the effective signals for synchronization of the automatic advance circuits.
  • logic circuits which have just been described above can easily be produced from integrated logic components, such as NAND or NOR gates and D flip-flops, commercially available in standard boxes.
  • FIG. 5 represents, in the form of a functional diagram, a complete electronic ignition system for a four-cylinder combustion engine in which the electro-mechanical means 105a of a sensor according to the invention are integrated.
  • the engine 10 has four cylinders C1 to C4 shown in dotted lines.
  • the crankshaft 11 comprises four crank pins 12 which drive four connecting rods 13 connected to the four pistons P 1 to P4, the two pistons P and P4 constituting a first group of pistons and the pistons P2 and P3 constituting a second group of pistons; the engine ignition cycle is considered to correspond to the sequence 1, 3, 4, 2.
  • the crankshaft 11 drives a flywheel V on which is disposed a set of weights, formed of three weights, as shown in FIG. 2a.
  • the detectors D1 and D2 already described in FIG. 4; the output signals from these detectors are applied to the inputs of the electronic means 105b of the sensor; these electronic means supply the synchronization signals SO, S1 and S2, as described above.
  • Two spark generators 20a and 20b with twin secondary, supply the spark plugs, the two outputs of the generator 20b being connected to the spark plugs B1 and B4 of the first group of pistons and the two outputs of the generator 20a being connected to the spark plugs B2 and B3 of the second group of pistons.
  • the distribution circuit 30 ensures, in a cyclic manner, the sequential triggering of the spark generators 20a and 20b; it has two inputs, a first input which receives the synchronization signal SO and a second input which receives the trigger pulses FO supplied by the automatic ignition advance circuits 40; this distribution circuit 30 has two outputs, corresponding to the two possible states, a first output providing trigger pulses F1 to the generator 20a and a second output providing trigger pulses F2 to the generator 20b.
  • the automatic ignition advance circuits 40 allow, on the one hand, below a determined speed of rotation NO of the engine, to directly transfer, at the output F0, the rising edges of the slots which constitute the signal S1 input and, on the other hand, beyond the NO rotation speed, to transfer with a delay, depending on the engine operating speed, to the output FO, the rising edges of the slots which constitute the signal input S2.
  • the magnitude of the time delay introduced by the circuits 30 is controlled by an advance order signal V m produced by a calculation circuit 50.
  • This calculation circuit can be of a known type; it makes it possible to translate input measurement signals V1, V2 .... Vn, representative of the engine operating speed into a signal V ⁇ of order of advance / delay.
  • the configuration of the metal weights of an angular position sensor, according to the invention, must be adapted as a function of the number of groups of two cylinders that the engine comprises.
  • FIG. 6, for illustrative purposes, represents, in a schematic form, the electromechanical means 105a of an angular position sensor, according to the invention, intended to equip a six-cylinder engine comprising three groups of two cylinders, this sensor allowing synchronize an electronic ignition system comprising dual-channel automatic advance circuits, a three-state distribution circuit and three spark generators with twin secondary.
  • the set of weights M all identical, comprises the main weights Ml, M2 and M3 whose relative angular spacing is equal to 120 °; the auxiliary flyweight M ⁇ is angularly offset by an angle ⁇ D equal to the relative spacing angle of the two detectors D1 and D2, the magnitude of this angle ⁇ D having a value at least equal to the maximum advance angle to order.
  • the electronic means of the sensor are not shown in this FIG. 6 and remain identical to those described in FIG. 2a.
  • the configuration of the electromechanical means of an angular position sensor, according to the invention, must be modified when the weights are driven in rotation by. the engine timing shaft whose speed of revolution is equal to half that of the crankshaft.
  • FIG. 7 represents, in a schematic form, the configuration of the electromechanical means 105a of an angular position sensor intended for a four-cylinder engine equipped with an ignition system comprising two generators of sparks with twin secondary.
  • the set of weights is constituted by a first pair of main weights M 1 and M'1, diametrically opposite, and a second pair of identical main weights M2 and M'2, orthogonal to the first couple.
  • the auxiliary weights Ma and M' ⁇ identical to the previous main weights, are angularly offset, by an angle f whose value is equal to half of the angle ⁇ D shown in ia FIG.
  • the auxiliary metal counterweight Ma is angularly offset late on the associated main counterweight M2; according to an alternative embodiment, this counterweight Ma can be angularly offset in advance on the associated main counterweight M2.
  • any electronic ignition system for an internal combustion engine there is the problem of electromagnetic interference between the spark generators arranged at the outlet of the system and the piston position sensor which constitutes one of the input elements of this system; these electromagnetic interferences generate parasitic electrical signals at the instant of the rupture of the magnetic current passing through the primary windings of the very high voltage coils connected to the ignition plugs of the engine.
  • the magnitude of the static advance angle can be positive and the minimum dynamic advance angle can be zero or even negative, corresponding to a delay in ignition of the engine as indicated , by way of illustrative example in FIG. 8 which represents, in the form of a curve, a typical advance law as a function of the speed of rotation of the motor.
  • a position sensor for which the auxiliary counterweight is angularly offset in advance on the associated main counterweight, this sensor further comprising means making it possible to inhibit the effect of parasitic signals induced by electromagnetic radiation from spark generators.
  • the relative angular spacing ⁇ 1 between the weights M2 and M ⁇ may advantageously be greater than the angle ⁇ o .
  • FIG. 10 represents, referred to the TDC of the pistons, the timing diagrams of the main electrical signals associated with the sensor represented in FIG. 9.
  • the signals E1 and E2 are identical, their relative angular offset being equal to the value ⁇ o , the square signals 1 'and 2' of the signal E1 are shifted in advance by the static angle of advance 8.
  • the signal SO results from the temporal coincidence of the square signals 2 and a 'and the signals S2 and S1 consist of pulses which coincide with the rising edges of the square signals 1, 1 'and 2.2'.
  • the square signal SO results from the temporal coincidence of the signals 2 and a 'from the sequence of the signals E2 and E1.
  • the output Q of the flip-flop 151 is positioned at the high level by the rising edges of the signals 1 of the sequence of the signal E2 and positioned at the low level by the rising edges of the signal SO, the resulting square signal S3 has an angular duration of 180 degrees , this signal S3 is differentiated by the logic gate 152 to supply the signal S2 in synchronization pulses of the automatic advance circuits.
  • the output Q of the flip-flop 153 is positioned at the high level by the signals S2 and positioned at the low level by the rising edges of the signal E1, to supply the signal S4, finally the conjunction operation performed by the logic gate 154 makes it possible to supply the signal S1.
  • FIG. 12 which partially represents the electronic ignition system described in FIG. 5, we see, on the one hand, that the signal SO supplied by the element 105b makes it possible to control the electronic distributor 30 and, on the other hand, that the output signal Fo, supplied by the automatic advance circuits 40 at ignition is sent to the processing circuits 105b in order to inhibit the signals E1 and E2 supplied respectively by the detectors D1 and D2 of the sensor 105a for a time corresponding to the duration of the parasitic signals resulting from the ignition sparks.
  • the logic gate 150 already described, has a third input connected to the output T of the flip-flop 155.
  • the duration of the inhibition signal supplied by the flip-flop 155 can be of the order of a millisecond, which corresponds substantially to the duration of the ignition sparks of the engine.
  • the electronic distributor can be constituted by two logic gates of the "AND" type controlled directly by the signal S3.
  • an angular position sensor in its applications to multi-cylinder internal combustion engines.
  • the elements which constitute the electromechanical means of the sensor are robust and, consequently, perfectly adapted to the requirements of the industry of internal combustion engines and, on the other hand, the configuration of the electromechanical means can be suitable for different types of multi-cylinder engines; finally, the electrical signals supplied by the sensor are compatible with the various existing electronic ignition systems.
  • the invention is not limited, in its applications, to the synchronization of the circuits of an electronic ignition system; in particular, the output signals from the sensor can be used to provide, on the dashboard of a motor vehicle, the engine rotation speed information, or, these signals can be supplied to one or more angular speed discriminators to indicate the different engine rotation speeds.
  • the invention finds applications in the traction motor and stationary motor industry.

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  • Engineering & Computer Science (AREA)
  • Electromagnetism (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Measuring Fluid Pressure (AREA)
  • Measurement Of Length, Angles, Or The Like Using Electric Or Magnetic Means (AREA)
  • Transmission And Conversion Of Sensor Element Output (AREA)
  • Control Of Position Or Direction (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Soil Working Implements (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Fixed Capacitors And Capacitor Manufacturing Machines (AREA)
EP79400674A 1978-09-29 1979-09-27 Capteur de position angulaire pour moteur à combustion interne équipé d'un système d'allumage électronique Expired EP0010033B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR7827923A FR2437506A1 (fr) 1978-09-29 1978-09-29 Capteur de position angulaire pour moteur a combustion interne equipe d'un systeme d'allumage electronique
FR7827923 1978-09-29

Publications (2)

Publication Number Publication Date
EP0010033A1 EP0010033A1 (fr) 1980-04-16
EP0010033B1 true EP0010033B1 (fr) 1982-08-18

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EP79400674A Expired EP0010033B1 (fr) 1978-09-29 1979-09-27 Capteur de position angulaire pour moteur à combustion interne équipé d'un système d'allumage électronique

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US (1) US4352345A (ro)
EP (1) EP0010033B1 (ro)
JP (1) JPS5551956A (ro)
AT (1) ATE1470T1 (ro)
CA (1) CA1140205A (ro)
DD (1) DD146325A5 (ro)
DE (1) DE2963561D1 (ro)
ES (1) ES484554A1 (ro)
FR (1) FR2437506A1 (ro)
PL (1) PL218626A1 (ro)
PT (1) PT70240A (ro)
RO (1) RO81741A (ro)
YU (1) YU234579A (ro)

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EP0066975B2 (en) * 1981-06-05 1989-12-13 LUCAS INDUSTRIES public limited company Internal combustion engine function control system
US4520781A (en) * 1981-09-16 1985-06-04 Mitsubishi Denki Kabushiki Kaisha Ignition control system of internal combustion engine
EP0094402A4 (en) * 1981-10-13 1984-04-06 Motorola Inc IGNITION TIMING CONTROL SYSTEM WITH SENSOR INPUTS.
US4380980A (en) * 1981-10-13 1983-04-26 Motorola Inc. Ignition spark timing circuit
US4385605A (en) * 1981-10-13 1983-05-31 Motorola Inc. Electronic ignition input logic
JPS59226232A (ja) * 1983-06-06 1984-12-19 Nippon Denso Co Ltd 内燃機関用回転位置検出装置
DE3602292A1 (de) * 1986-01-25 1987-08-06 Audi Ag Geberanordnung
WO1993009393A1 (en) * 1991-11-06 1993-05-13 Orbital Engine Company (Australia) Pty. Limited Method and apparatus for determining position of a body in cyclic movement
FR2688620B1 (fr) * 1992-03-10 1994-10-21 Thomson Csf Dispositif de transmission d'energie de commande mecanique, notamment pour le controle de la pression de freinage dans un frein.
CN1034432C (zh) * 1993-08-04 1997-04-02 孙智明 一种汽车直接点火器
FR2721413B1 (fr) * 1994-06-21 1996-08-30 Thomson Csf Dispositif de commande d'un tiroir hydraulique.
FR2738613B1 (fr) * 1995-09-08 1997-10-24 Thomson Csf Procede d'asservissement d'une servovalve hydraulique pouvant etre asservie en debit et en pression
JP5243312B2 (ja) * 2009-03-10 2013-07-24 本田技研工業株式会社 筒内噴射式２気筒内燃機関

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Publication number Priority date Publication date Assignee Title
US3838671A (en) * 1969-12-15 1974-10-01 Tecumseh Products Co Ignition circuit with automatic spark advance
FR2171626A5 (ro) * 1972-02-09 1973-09-21 Schlumberger Compteurs
US4112895A (en) * 1973-05-10 1978-09-12 Ducellier Et Cie Electronic distribution and control device for the ignition of internal combustion engines, particularly for motor vehicles
US3906920A (en) * 1974-04-25 1975-09-23 Lux Inc Ignition apparatus and system
US4034731A (en) * 1975-03-18 1977-07-12 Kokusan Denki Co., Ltd. Ignition system for an internal combustion engine
FR2374528A1 (fr) * 1976-12-17 1978-07-13 Cii Systeme d'allumage electronique et moteur a combustion interne equipe d'un tel systeme

Also Published As

Publication number Publication date
YU234579A (en) 1983-01-21
PT70240A (fr) 1979-10-01
JPS5551956A (en) 1980-04-16
ES484554A1 (es) 1980-06-16
RO81741A (ro) 1983-06-01
DD146325A5 (de) 1981-02-04
FR2437506A1 (fr) 1980-04-25
DE2963561D1 (en) 1982-10-14
RO81741B (ro) 1983-05-30
ATE1470T1 (de) 1982-09-15
EP0010033A1 (fr) 1980-04-16
PL218626A1 (ro) 1980-06-02
FR2437506B1 (ro) 1983-05-13
US4352345A (en) 1982-10-05
CA1140205A (fr) 1983-01-25

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