EP0043375A1 - Moteur a combustion interne et procede de fonctionnement - Google Patents

Moteur a combustion interne et procede de fonctionnement

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Publication number
EP0043375A1
EP0043375A1 EP19810900139 EP81900139A EP0043375A1 EP 0043375 A1 EP0043375 A1 EP 0043375A1 EP 19810900139 EP19810900139 EP 19810900139 EP 81900139 A EP81900139 A EP 81900139A EP 0043375 A1 EP0043375 A1 EP 0043375A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
engine
primary
cycle
exhaust
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.)
Withdrawn
Application number
EP19810900139
Other languages
German (de)
English (en)
Inventor
Stanley Birchall
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
HARVISON ASSOCIATES Ltd
Original Assignee
HARVISON ASSOCIATES Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by HARVISON ASSOCIATES Ltd filed Critical HARVISON ASSOCIATES Ltd
Publication of EP0043375A1 publication Critical patent/EP0043375A1/fr
Withdrawn legal-status Critical Current

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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/06—Engines with prolonged expansion in compound cylinders

Definitions

  • the present invention relates to internal combustion engines.
  • a conventional Otto cycle internal combustion engine may operate on a four stroke cycle, the first stroke being an induction stroke where the size of the combustion chamber is increased, inducing a fuel/air mixture therein.
  • the second stroke is a compression stroke where the size of the combustion chamber is decreased to compress the fuel/air mixture;
  • the third stoke is a power stroke in which the size of the combustion chamber is again increased after combustion of the compressed fuel/air mixture;
  • the fourth stroke is an exhaust stroke in which the size of the combustion chamber is again decreased to expel exhaust gases from the chamber. It will be noted that there is only one power stroke in every cycle of operation.
  • a major disadvantage of the conventional internal combustion engine lies in the fact that the power and exhaust strokes are the same length as the induction and compression strokes, thus limiting the thermal efficiency of the engine to approximately 20%.
  • the combustion products are exhausted from the combustion chamber at high temperatures resulting in a considerable waste of energy.
  • the calorific value of the fuel supplied to a typical engine is used approximately as follows: 40% of the calorific value of the fuel is rejected to atmosphere by the engine cooling system and 35% is also rejected to atmosphere during an exhaust stroke as a result of insufficient expansion of the combusted gas when the heat in the combusted gas is converted to mechanical work during the combustion stroke. Approximately 25% only of the fuel calorific value is converted to mechanical work. In addition a significant proportion of this percentage must be used by the engine in driving ancillary equipment such as a water pump and cooling fan.
  • the present invention seeks to provide an improved internal combustion engine.
  • the present invention provides an internal combustion engine comprising at least one primary cylinder, and an associated secondary cylinder operably coupled to said primary cylinder for enabling further expansion of a fuel/air mixture ignited in said primary cylinder; and means for applying heat to said secondary cylinder; and wherein the pistons of said cylinders are coupled to a common crankshaft.
  • the present invention also provides a method of operating an internal combustion engine comprising igniting a compressed fuel/air mixture in a primary cylinder of the engine to generate a power stroke in said cylinder, subsequently enabling further expansion of the ignited fuel/air mixture in an associated secondary cylinder to generate a further power stroke, and apply heat to said secondary cylinder during operation of the engine.
  • the ratio of the working volumes of the or each primaxy cylinder and the associated secondary cylinder are such that the gas exhausted from the primary cylinder expands into the secondary cylinder substantially to atmospheric pressure before being exhausted from the secondary cylinder to atmosphere.
  • the length of the strokes of the pistons of the primary and secondary cylinders are substantially the same.
  • the engine has a closed loop cooling system which transfers heat generated in the primary cylinder to the secondary cylinder to maintain the temperature of the latter as high as possible.
  • a cooling system may obviate the need for a radiator and fan with associated valves, thermostat and piping, or at least reduce the radiator size, thus effecting a reduction in engine costs.
  • Additional insulation can be provided around either the secondary cylind or all of the cylinders to reduce as much as possible the hea loss to the surrounding environment.
  • a significant proportion of the 4-0% of the fuel calorific value which is rejected to atmosphere in conventional engines may be converted to mechanical work in an engine according to the present invention.
  • the power output obtained from each unit cube swept volume of the engine may thus be increased.
  • Supercharging of an engine involves the supplying of air or a combustion mixture of fuel and air to the engine cylinders at a pressure greater than atmospheric. In conventional engines this provides an increase in the engine power output but also increases the fuel consumption per horse power.
  • the main advantage of supercharging is to enable the rate and volume of an engine of a given power output to be reduced but unfortunately the reduction in thermal efficiency of conventional engines which results from supercharging has restricted the use of supercharging in those applications where high fuel economy is important, the design of conventional engines rendering the obtaining of a higher specific power by supercharging and a reduction in the amount of fuel consumed per horse power opposing objectives.
  • the secondary cylinder of an internal combustion engine according to the present invention operates on a two-stroke cycle. It is advantageous therefore to provide one secondary cylinder fed alternately from each of two primary cylinders, the secondary cylinder performing two two-stroke cycles during the four-stroke cycle of each primary cylinder, the primary cylinders being 360° out of phase one with respect to the other.
  • a three cylinder engine of the present invention is the equivalent of a four cylinder engine of the conventional four stroke or Otto design.
  • An internal combustion engine may operate by spark ignition or by compression ignition.
  • Auxiliary services for the engine may be driven from the crankshaft in a conventional manner, such services being pumps for fuel oil, lubricating oil, generators and the like.
  • One form of engine according to the present invention has a non-return inlet valve in the head of the or each primary cylinder for induction of fuel/air mixture into said cylinder, and a valve controlling the exhausting of gas from the or each primary cylinder to the associated secondary cylinder and also the exhausting of the exhaust gas from the secondary cylinder.
  • the control valve is conveniently a rotary valve although it may alternatively be provided by a suitable arrangement of poppet valves in known manner.
  • FIGS 1a to 1d are schematic diagrams showing the principle of operation of an internal combustion engine according to the present invention.
  • Figure 2 is a diagrammatic plan view of an internal combustion engine according to the present invention.
  • Figure 3 is a section along the line III-III of Figure 2 showing the cylinders thereof;
  • Figure 4 is a diagrnmmtic view of a conventional four cylinder internal combustion engine modified to operate according to the present invention
  • Figures 5a-1 show the value timing cycles for the cylinders of the engine of Figure 4 over two crankshaft revolutions;
  • Figures 6 - 17 relate to an analysis of an engine according to the present invention.
  • Figures la to 1d show in schematic form an engine 10 comprising a single thermodynamic assembly of two primary cylinders A and B and a single secondary cylinder C.
  • Valves 12 and 14 control inlet of fuel/air mixture to cylinders A and B respectively.
  • Valve 16 controls passage of combustion gases from cylinder A to cylinder C, and valve 18 controls passage of combustion gases from cylinder B to cylinder C.
  • Valve 20 controls exhaust of spent gases from cylinder C.
  • the pistons associated with the cylinders A, B and C are connected to a common three-throw crankshaft (not shown in the drawings).
  • valve 12 having been open dui iny its downstroke with valve 16 closed thus allowing fuel/air mixture to be drawn into cylinder A, and at the point shown valve 12 has just closed.
  • valves 18 and 14 have been closed and at the point shown valve 18 is just about to open
  • the valve 20 has been open and at the point shown has just closed, spent gas being exhausted through valve 20 to the atmosphere.
  • FIGs 2 and 3 diagrammatically show one form of internal combustion engine according to the present invention, comprising two of the thermodynamic assemblies shown in Figures 1a to 1d.
  • a pair of primary cylinders A1 and B1 are operatively linked to a secondary cylinder C1 by means of valves 12, 14, 16, 18 and 20 which correspond to the valves of the engine shovm in Figures 1a to 1d.
  • the pistons A1, B1 and C1 are linked to a crankshaft 30, by connecting rods 31, 33 end 35.
  • a second pair of primary cylinders A2 and B2 are operativel linked with a second secondary cylinder C2 by neans of valves 42, 44, 46, 48 and 50 which also correspond to the valves, 12, 14, 16, 18 and 20 in the engine shown in Figures 1a to 1d.
  • the pistons of cylinders A2, B2 and C2 are linked to the crankshaft 30 by means of connecting rods 41, 43 and 45, the latter all being slave connecting rods co-operating with the crankshaft 30 and also with the connecting rods 31, 33 and 35 which are the master connecting rods operating in known manner.
  • Bearings 60 are provided between each crank of the crankshaft 30. Operation of the engine is similar to that shown in Figures 1a to 1d, the set of cylinders A1, B1 and C1 being 90° out of phase with the cylinders A2, B2 and C2.
  • the valves shown schematically in Figures 1a to 1d and Figure 3 are preferably provided by poppet valves in the case of valves numbers 12, 14, 42 and 44 the remainder of the valves being preferably rotary sleeve valves or alternatively poppet valves.
  • the engines shown in the figures may be made of any suitable materials particularly metal.
  • the engine shown in Figure 2 also has a cooling system for the primary cylinders.
  • the system has a pump 61 which circulates a coolant around both the primary cylinders and the secondary cylinder in the general directions indicated by the arrows 62. Cooland fluid is circulated past the primary cylinders which are here shown located one at each end of the engine block, and around the wall of the secondary cylinder to transfer heat from the primary cylinder walls to the secondary cylinder wall.
  • the fan and radiator of a conventional engine may therefore be dispensed with or, at least, considerably reduced in size.
  • Additional insulation 64 may advantageously be provided around all or part of the engine and cooling system to reduce as much as possible heat loss to the surrounding environment. It is believed that it is necessary to maintain the temperature of the secondary cylinder as high as possible to realise the maximum improvement in thermal efficiency of the engine and additional heat sources such as an electrical heating element powered by an alternator may be used to provide heat to the secondary cylinder.
  • Auxiliary services for the engines shown in the figures may conveniently be driven by the crankshaft, such services being pumps for fuel and lubrication etc.
  • each combustion cylinder supplies a power impulse to the crankshaft once per two revolutions and the expansion cylinder supplies a power impulse once per revolution.
  • the engine provides two power impulses per crankshaft revolution.
  • the engine provides four power impulses per revolution and is equivalent to a conventional eight cylinder engine.
  • the duration or time of application of each power stroke to the crankshaft is doubled and in a practical engine the demand for flywheel effect is reduced in proportion.
  • An engine according to the present invention provides a simplified structure over the conventional engine and is therefore potentially less costly.
  • An engine according to the present invention may also be capable of accepting supercharging without a significant reduction in thermal efficiency provided the supercharging is at the level dictated by the ratio in cross-sectional areas between each primary cylinder and the secondary cylinder specified in the engine design.
  • An engine according to the present invention may also provide a greater specific power (here specific power is defined as the power delivered at a preselected r.p.m. of the crankshaft by an engine of specific capacity).
  • specific power is defined as the power delivered at a preselected r.p.m. of the crankshaft by an engine of specific capacity.
  • an engine according to the present invention has a reduced capacity. It is therefore physically smaller than equivalent conventional engines. It may also accept supercharging without substantial reduction in thermal efficiency. The engine stroke can therefore be shortened allowing the maximum r.p.m. of the crankshaft to be raised.
  • a charge of fuel may be injected during transfer of gas from a primary cylinder to the secondary, expansion cylinder to provide an increase in power output for such short periods of time as may be required, for example where steep gradients are encountered by a vehicle being fitted with an engine according to the present invention or, where the engineis fitted in an aircraft, during takeoff.
  • the additional charge of fuel is injected at the most suitable location to aid mixing with the gas transferred from the primary to the secondary cylinder and is advantageously injected at or adjacent to the gas entrance to the secondary cylinder.
  • the gas flow is at a relatively high speed and provides a thorough mixing of the injected fuel with free oxygen in the gas. The heat of the combustion gas being transferred is sufficient to ignite the fuel charge.
  • the injection of a further charge of fuel also serves to reduce considerably the noxious contaminents such as carbon monoxide and nitrous oxide which would normally be expelled to atmosphere in the exhaust gas.
  • FIG 4 is a schematic illustration of a conventional four cylinder internal combustion engine operating on the Otto cycle which has been modified to operate in accordance with the present invention.
  • the engine 70 has four in-line cylinders 72, 74, 76 and 78 with respective gas ports 80 - 86 and 88 - 94 which are designated in the conventional engine respectively as exhaust and inlet ports.
  • the cylinders 72 and 78 operate as primary, combustion cylinders while the two cylinders 74 and 76 are combined to serve as a single secondary, expansion cylinder.
  • the conventional exhaust manifold is removed and a new exhaust manifold connected to ports 82 and 84 to conduct to atmosphere gases exhausted from the expansion cylinder 74, 76.
  • a carburettor 96, 98 is connected to each of the ports 80, 86 which now serve as inlet ports of the modified engine for the fuel/air mixture.
  • the ports 80, 86 which now serve as inlet ports of the modified engine for the fuel/air mixture.
  • two carburettors are shown a single carburettor may conveniently supply the fuel/air mixture to both ports 80 and 86.
  • the conventional inlet manifold is replaced by a gas transfer manifold 100 which interconnects all of the inlet ports to enable transfer of gas from each of the combustion cylinders 72, 78 to the expansion cylinder 74,76.
  • the transfer manifold 100 also includes transfer manifold valves 102, 104 to avoid the possibility that pressure in the end firing cylinder, on "exhaust" transfer valve opening, would force open the opposite end cylinder valve.
  • the inlet valves are removed from the cylinders 74 and 76 since these are no longer required.
  • the conventional camshaft is also modified to enable operation of the various inlet and exhaust valves in the required sequence.
  • Figures 5a - 1 show the valve timing cycles for the cylinders at 60o intervals over two crankshaft revolutions.
  • TVC transfer valve closes If we consider the piston of cylinder 72 having completed its exhaust stroke it now commences its induction stroke with the valve controlling port 80 opening at TDC to allow induction of fuel/air mixture from the carburettor 96.
  • valve controlling port 88 is closed during this induction stroke.
  • the piston then completes its compression and combustion strokes with the valves controlling the ports 80 and 88 both being closed.
  • the valve controlling the port 88 opens to allow the combustion gas in the cylinder 72 to expand into the combined cylinders
  • valve controlling port 88 closes and the valves controlling ports 82, 84 open to allow the gases in the combined expansion cylinders 74, 76 to exhaust to atmosphere.
  • the primary combustion cylinder 78 co-operates with the combined expansion cylinder 74, 76 in a similar manner but of course the operating cycle of the primary cylinder 78 is 180° out of phase with that of the cylinder 72.
  • the coolant flow path of the conventional engine is modified to ensure that as much of the heat as possible generated in the primary cylinders 72 and 78 is transferred to the cylinders 74 and 76, with, if necessary, additional insulation such as the insulation 64 being provided.
  • An internal combustion engine according to the present invention therefore, by providing a secondary cylinder which allows additional expansion of combustion gases increases both the time and the volume available for the expansion of the combustion gases, thus converting to work more of the heat generated in the combustion gases.
  • An engine according to the present invention enables an increase in thermal efficiency to be obtained together with a corresponding reduction in fuel consumption per horse power.
  • the advantage of increased specific power by supercharging without the increase in fuel consumption obtained with conventional engines is here possible by suitably choosing the ratio of the working volumes of the primary and secondary cylinders to enable full expansion of the combustion gases. This advantage is not, of course, available with conventional engines converted to operate in accordance with the present invention since the ratio of the working volumes of the primary and secondary cylinders are to all intents and purposes fixed.
  • MEMS engine maximum expansion minimum stroke engine
  • part (ii) is the most typical of a current small to medium sized road car engine with air cleaners on the intake and full silencer exhaust system.
  • Appendix A calculations show the likelyhood of the MEMS cycle achieving a very near atmospheric pressure (P 6 ) condition even with a full silencer system as the initial blow-down pressure is less than half that of the conventional cycle.
  • the part (i) calculations show the effect of blow-down to atmosphere of both conventional and MEMS cycles and part (ii) shows the more realistic blow-down, in the conventional cycle only, to just above atmosphere.
  • a comparison of parts (i) and (ii), therefore, shows the affect on net work output of the inability of the conventional cycle to achieve blow-down to atmospheric pressure in the exhaust manifold.
  • V 1 19.34 ft 3 /CQ
  • H S6 655 Btu/CQ H S1 - (l-f 1 )H Sa +f 1 (H 56 )
  • T 1 660 °R (660 °R assumed) i.e. Balance is achieved for both F 1 and T 1 .
  • IMEP - 176 in 2
  • IMEP based on equivalent end (normal cycle) cylinder mean effective pressure.
  • V 1 _ 18.17
  • W E 72 - 802
  • Transfer phase losses in MEMS cycle only: i) Loss due to expansion through transfer port from end to expansion cylinder. ii) 'Dead' volume loss during initial expansion through transfer port. 7. Exhaust system loss.
  • Figs. 11-14 depict the following: Fig. 11a and 11b - normal and MEMS pressure-volume diagrams showing the idealized and real diagrams. Fig. 12a and 12b - show fig. 11 effectively plotted over an
  • Fig. 14 - shows rough layout of one normal (end) cylinder and the expansion cylinder without valves etc. with approximate dimensions for the transfer port being a mean value opening 'd' of 1.000 inch diameter and transfer port length '1' of 2.500 inches. These figs, are referred to in the text.
  • MEMS 33 2700 It may be possible to have a later exhauxt valve opening near B.D.C. in the expansion cylinder and still achieve efficient emptying, as the initial pressure is much lower due to the further expansion work phase. In any case the MEMS expansion cylinder blow-down loss will be small and can be reasonably estimated as follows:
  • Fig 5-11 in ref. 2,P123 shows that for low cylinder wall temperature (water cooled) engines, the typical total heat loss is about 12% of the total efficiency.
  • Combustion in the MEMS cycle is likely to be more complete than the normal cycle, as it is intended to run the expansion cylinder hot.
  • the incompletely burned part of the exhause gas, in the normal cycle is due to quenching of the hot combustion gases on the cool surfaces, of the combustion chamber.
  • the IMEP and cycle efficiency are the same, using fuel-air cycle charts, with progressive (slow) burning as those where simultaneous burning takes place.
  • the piston is assumed to remain at T.D.C. during combustion of all the charge before expansion takes place.
  • motoring mean effective pressure
  • MMEP 15.3 lbf/in 2
  • the MEMS cycle has the following extra components including modification of extra end cylinder exhaust valve:
  • the component friction would be the same for the 'end' cylinder + 2 more cam lobes, rockers and valves (assuming the modification of the extra end cylinder 'exhaust valve) + 1 more bearing.
  • the increase in friction would be a bit less than twice the normal cycle as in practice, in a multi-cylinder engine, there would be the addition of only 1 bearing required.
  • a low friction silicon coated bore could probably be used successfully in the expansion cylinder to cut friction down still further and the piston could be made very light due to its light duty.
  • a slipper piston would again reduce skirt friction with the non-thrust faces cut away last much longer due to its light loading, than in a normal engine cylinder. Therefore the piston + ring friction of the expansion piston would probably be approximately the same as an end cylinder piston + ring of half the diameter, and a fair bit lower still with good design. See ref. 2,P329 for lower friction in aircraft engines due to these factors.
  • valve and port restrictions would be to increase the pressure in the end cylinder, which in turn will increase the work loss in this cylinder as the piston is rising.
  • the pressure in the expansion cylinder would drop and hence the amount or useful work being done on the expansion cylinder piston would be decreased. It is therefore very important to effect the exhaust gas transference with as small a pressure drop as possible.
  • BR.TH. 23.2% (23.3)
  • BSFC 0.584 lb/BHP hr. (0.674)
  • ISFC 0.348 lb/BHP hr.
  • the four diagrams show the operating sequence of the extra valve during an end cylinder's final exhaust transference phase as the piston approaches the further expansion gas transference is completed.
  • the extra exhaust valve opens and the exhaust gas that would have been trapped at T.D.C. in the combustion chamber, is allowed to escape and will to some extent be extracted by the main stream exhaust gases flowing through the expansion cylinder's exhaust system from both end cylinders.
  • the beneficial exhaust extraction and inlet charge flow inducement during overlap between the inlet and exhaust ports on a normal cycle engine would be maintained. Otherwise the residual end cylinder exhaust gas would pollute the new intake charge causing poor combustion on the next firing stroke, and reduce the mass flow of gas through the engine.
  • the volumetric efficiency would also be reduced with no overlap.
  • This modification would permit the design of a pulsing extraction bypass exhaust system taking advantage of the inertia of the main gas stream flowing from two expansion strokes per single four-stroke end cylinder cycle. This would further improve the cycle efficiency by being able to delay the closing .of the transfer valve till the piston is nearing T.D.C. so that the further expansion is more complete and still maintain adequate scavenging and intake charge promotion during the shortened overlap period.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

Un moteur a combustion interne possede au moins un cylindre primaire (A, B) et un second cylindre associe (C) couple en fonctionnement audit premier cylindre pour permettre une expansion supplementaire d'un melange combustible/air allume dans le premier cylindre, et des moyens d'application de chaleur audit second cylindre, les pistons des cylindres etant couples sur un vilebrequin commun.
EP19810900139 1980-01-09 1981-01-09 Moteur a combustion interne et procede de fonctionnement Withdrawn EP0043375A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB8000665 1980-01-09
GB8000665 1980-01-09

Publications (1)

Publication Number Publication Date
EP0043375A1 true EP0043375A1 (fr) 1982-01-13

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP19810900139 Withdrawn EP0043375A1 (fr) 1980-01-09 1981-01-09 Moteur a combustion interne et procede de fonctionnement

Country Status (2)

Country Link
EP (1) EP0043375A1 (fr)
WO (1) WO1981002039A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8381692B2 (en) * 2010-01-29 2013-02-26 John J. Islas Internal combustion engine with exhaust-phase power extraction serving cylinder pair(s)
RU193001U1 (ru) * 2019-05-29 2019-10-09 Вячеслав Степанович Калекин Поршневой двигатель

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR331249A (fr) * 1903-04-16 1903-09-02 Pascal Thezard Moteur à explosions, économique et silencieux, à plusieurs cylindres
DE363758C (de) * 1919-06-06 1922-11-13 William Joseph Still Verbundverbrennungskraftmaschine
DE363855C (de) * 1920-10-08 1922-11-14 Hans Thormeyer Verbund-Verbrennungskraftmaschine
FR614873A (fr) * 1926-04-21 1926-12-24 Automobiles Delahaye Soc D Perfectionnements aux moteurs à combustion interne
FR666502A (fr) * 1928-01-02 1929-10-02 Perfectionnements aux moteurs à combustion interne à double détente
FR823706A (fr) * 1936-09-22 1938-01-25 Perfectionnements aux moteurs à combustion interne
FR1021084A (fr) * 1949-07-07 1953-02-13 Perfectionnement aux moteurs à explosion et à combustion interne
DE2624318A1 (de) * 1976-05-31 1977-12-15 Theodor Karl Ingeln Thermodynamisches arbeitsverfahren fuer verbundbrennkraftmotor
EP0006747A1 (fr) * 1978-06-24 1980-01-09 Stanley Birchall Moteur à combustion interne à détente prolongée

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8102039A1 *

Also Published As

Publication number Publication date
WO1981002039A1 (fr) 1981-07-23

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