EP0084385B1 - Light-metal piston - Google Patents
Light-metal piston Download PDFInfo
- Publication number
- EP0084385B1 EP0084385B1 EP83200003A EP83200003A EP0084385B1 EP 0084385 B1 EP0084385 B1 EP 0084385B1 EP 83200003 A EP83200003 A EP 83200003A EP 83200003 A EP83200003 A EP 83200003A EP 0084385 B1 EP0084385 B1 EP 0084385B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- piston
- light
- light metal
- iron
- layer
- 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 - Lifetime
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/10—Pistons having surface coverings
- F02F3/12—Pistons having surface coverings on piston heads
Definitions
- the invention relates to a light metal piston for internal combustion engines, in particular for Otto engines, on whose piston crown at least partially and on its top land at least on the portion adjacent to the piston crown, a metal protective layer is applied.
- the knock in the petrol engine is caused by the fact that the tail gas - that is the proportion of the mixture not yet captured by the combustion - creates thermodynamic and chemical conditions due to the pressure and temperature increase due to the compression movement of the piston and the combustion that has already occurred in part of the charge that lead to a sudden release of the energy contained in the tail gas.
- Typical pressure vibrations of high frequency acting on the walls of the combustion chamber are measured, which are superimposed on the normal pressure curve.
- the temperature vibrations that can be measured on the combustion chamber surfaces are significantly higher locally during knocking combustion during the work cycle, without an increase e.g. the mean piston crown temperature can be determined, which recognizably exceeds the temperature increase corresponding to the changed time course of the burn-through function.
- the iron or nickel layer primarily exerts a shielding effect, in particular by keeping the high-frequency temperature fluctuations and corrosive stress components away from the light metal of the piston body. It is also essential, however, that the iron or nickel layer itself withstands the stresses caused by knocking combustion due to its high strength, its homogeneous structure, the smooth surface and the high adhesive strength on the light metal. The totality of these properties cannot be achieved with other coatings, for example a hard anodized layer of comparable thickness (DE-A 25 07 899) produced by anodic oxidation on the piston head, which cannot prevent damage to the light metal piston due to knocking combustion, although the hard anodized layer does Light metal pistons for diesel engines protect the surface of the piston on the combustion chamber against thermal fatigue.
- a copper layer applied electrochemically to a light metal piston shows comparatively less damage from knocking combustion than the uncoated piston, but detaches from the piston crown after a short period of operation due to insufficient adhesive strength. It is known from MTZ (Motortechnische Zeitschrift) No. 2/1974 pages 33-41 to electrochemically deposit an iron layer on a light metal piston. This piston is used in unreinforced aluminum cylinders. The iron layer is applied to the piston skirt, which has the task of avoiding contact between the light metal of the cylinder and that of the piston under all circumstances in extreme running conditions. Due to the iron coating on the piston skirt, piston skirt wear is considerably reduced and the tendency to seize between the piston skirt and cylinder is greatly reduced.
- the top land and ring section are also provided with an iron layer, so that the top land and ring field game can be designed to achieve low oil consumption and gas passage in such a way that tarnishing of the top land on the cylinder wall can be tolerated in the case of strongly deformed cylinders.
- CH-A-227 662 describes a light metal piston for internal combustion engines which is at least partially covered with a metal protective layer of 0.001 to a few millimeters thick which is alloyed by diffusion onto the base material of the piston.
- the metal protective layers which are applied by cathode sputtering or by thermal evaporation of the metal in vacuo, consist of any metals or alloys, advantageously of metals of the chromium group, such as chromium, molybdenum, tungsten, the iron group, such as iron, Cobalt, nickel, the copper group such as copper, silver or a platinum metal such as platinum, palladium, rhodium or metals such as tin, lead, aluminum, cadmium, zinc or rare earth metals such as vanadium, tantalum, zirconium individually or in any combination.
- the piston crown receives a protective layer made of silver, nickel, chrome or copper for better heat dissipation and reflection, whereas layers of copper, nickel, iron or chrome are applied to the piston skirt to improve the running properties, which cause little wear or even a lubricating effect.
- CH-A-227 662 is therefore based on a different task than the subject of the application, and the solution measures also differ from one another.
Description
Die Erfindung betrifft einen Leichtmetallkolben für Brennkraftmaschinen, insbesondere für Otto-Motoren, auf dessen Kolbenboden mindestens teilweise und auf dessen Feuersteg mindestens auf dem an den Kolbenboden angrenzenden Abschnitt eine Metallschutzschicht aufgetragen ist.The invention relates to a light metal piston for internal combustion engines, in particular for Otto engines, on whose piston crown at least partially and on its top land at least on the portion adjacent to the piston crown, a metal protective layer is applied.
Steigende Kraftstoffkosten und die gesetzlichen Vorschriften, insbesondere hinsichtlich der Abgaszusammensetzung, haben dazu geführt, daß Verbrennungsmotoren bezüglich des Kraftstoffverbrauchs optimal ausgelegt werden, indem unter anderem auch das Verdichtungsverhältnis vergrößert wird, um eine größere Leistung aus Hubraum und Kraftstoffverbrauch und eine unschädliche Zusammensetzung der Abgase zu erzielen. Das hat jedoch zur Folge, daß der Verbrennungsmotor auf Dauer und auch im oberen Bereich seines Last-Drehzahl-Kennfeldes einer das Klopfen erzeugenden Verbrennung unterliegt. Darunter leiden vorzugsweise alle den Brennraum begrenzenden Bauteile des Verbrennungsmotors, insbesondere aber der Leichtmetallkolben, der schon nach relativ kurzer Dauer zerstört wird, indem es, insbesondere in diskreten Bereichen, deren Lage beispielsweise von der Brennraumform abhängt, am Kolbenboden und/oder Feuersteg zu kraterähnlichen Materialzerstörungen, wie diese beispielsweise aus der in Figur 1 der Zeichnungen wiedergegebenen fotographischen Aufnahme des Feuerstegs eines Leichtmetallkolbens zu erkennen sind, kommt. Diese Materialzerstörungen sind eindeutig auf eine klopfende Verbrennung zurückzuführen. Das Klopfen im Otto-Motor entsteht dadurch, daß im Endgas - das ist der noch nicht von der Verbrennung erfaßte Gemischanteil - bedingtdurch die Druck- und Temperatursteigerung infolge der Verdichtungsbewegung des Kolbens und die in einem Teil der Ladung bereits abgelaufene Verbrennung thermodynamische und chemische Bedingungen erzeugt werden, die zu einer schlagartigen Freisetzung der im Endgas enthaltenen Energie führen. Dabei werden auf die Brennraumwandungen wirkende typische Druckschwingungen hoher Frequenz gemessen, die dem normalen Druckverlauf überlagert sind. Auch die an den Brennraumoberflächen meßbaren Temperaturschwingungen sind bei klopfender Verbrennung örtlich während des Arbeitsspiels deutlich höher, ohne daß eine Erhöhung z.B. der mittleren Kolbenbodentemperatur festgestellt werden kann, die erkennbar die dem geänderten zeitlichen Verlauf der Durchbrennfunktion entsprechende Temperaturerhöhung übersteigt.Rising fuel costs and the legal regulations, in particular with regard to the exhaust gas composition, have led to internal combustion engines being optimally designed with regard to fuel consumption by, among other things, increasing the compression ratio in order to achieve greater performance from displacement and fuel consumption and a harmless composition of the exhaust gases . However, this has the consequence that the internal combustion engine is subject to knocking combustion in the long term and also in the upper region of its load-speed characteristic map. This preferably affects all components of the internal combustion engine that delimit the combustion chamber, but in particular the light metal piston, which is destroyed after a relatively short period of time, particularly in discrete areas, the location of which depends, for example, on the shape of the combustion chamber, on the piston crown and / or top land to crater-like material destruction , as can be seen, for example, from the photograph of the top land of a light metal piston shown in FIG. 1 of the drawings. This material destruction is clearly due to a knocking combustion. The knock in the petrol engine is caused by the fact that the tail gas - that is the proportion of the mixture not yet captured by the combustion - creates thermodynamic and chemical conditions due to the pressure and temperature increase due to the compression movement of the piston and the combustion that has already occurred in part of the charge that lead to a sudden release of the energy contained in the tail gas. Typical pressure vibrations of high frequency acting on the walls of the combustion chamber are measured, which are superimposed on the normal pressure curve. The temperature vibrations that can be measured on the combustion chamber surfaces are significantly higher locally during knocking combustion during the work cycle, without an increase e.g. the mean piston crown temperature can be determined, which recognizably exceeds the temperature increase corresponding to the changed time course of the burn-through function.
Es ist die Aufgabe der vorliegenden Erfindung, einen Leichtmetallkolben bereitzustellen, der eine gegenüber den im Dauerbetrieb mit klopfender Verbrennung entstehenden erosionsartigen Oberflächenschäden am Kolbenboden und/oder Feuersteg verbesserte Standzeit aufweist.It is the object of the present invention to provide a light metal piston which has an improved service life compared to the erosion-like surface damage to the piston crown and / or top land which occurs in continuous operation with knocking combustion.
Die Lösung dieser Aufgabe erfolgt durch eine 5 bis 30 µm dicke elektrochemisch abgeschiedene Eisen- oder Nickelschicht.This problem is solved by a 5 to 30 µm thick electrochemically deposited iron or nickel layer.
Die Eisen- bzw. Nickelschicht übt in erster Linie eine Abschirmwirkung aus, indem vor allem die hochfrequenten Temperaturschwingungen sowie korrosive Beanspruchungskomponenten vom Leichtmetall des Kolbenkörpers ferngehalten werden. Wesentlich ist aber auch, daß die Eisen-oder Nickelschicht selbst aufgrund ihrer hohen Festigkeit ihres homogenen Aufbaus, der glatten Oberfläche und durch die hohe Haftfestigkeit auf dem Leichtmetall den durch klopfende Verbrennung hervorgerufenen Beanspruchungen standhält. Die Gesamtheit dieser Eigenschaften läßt sich mit anderen Beschichtungen nicht erreichen, so kann beispielsweise eine durch anodische Oxidation auf dem Kolbenboden erzeugte Harteloxalschicht vergleichbarer Dicke (DE-A 25 07 899), die durch klopfende Verbrennung eintretende Beschädigung des Leichtmetallkolbens nicht verhindern, obwohl die Harteloxalschicht bei Leichtmetallkolben für Dieselmotoren einen Schutz der brennraumseitigen Oberfläche des Kolbens gegenüber thermischen Ermüdungserscheinungen bewirkt. Eine auf elektrochemischem Wege auf einen Leichtmetallkolben aufgebrachte Kupferschicht zeigt eine vergleichsweise geringere Beschädigung durch klopfende Verbrennung als der unbeschichtete Kolben, löst sich jedoch nach kurzer Betriebszeit infolge nicht ausreichender Haftfestigkeit vom Kolbenboden ab. Aus MTZ (Motortechnische Zeitschrift) Nr. 2/ 1974 Seiten 33-41 ist es bekannt, auf einen Leichtmetallkolben eine Eisenschicht elektrochemisch abzuscheiden. Dieser Kolben wird in unbewehrten Aluminiumzylinder eingesetzt. Die Eisenschicht ist dabei auf dem Kolbenschaft aufgebracht, die die Aufgabe hat, bei extremen Laufbedingungen unter allen Umständen einen Kontakt zwischen dem Leichtmetall des Zylinders und demjenigen des Kolbens zu vermeiden. Durch die Eisenbeschichtung des Kolbenschaftes wird der Kolbenschaftverschleiß erheblich gesenkt und die Freßneigung zwischen Kolbenschaft und Zylinder sehr stark reduziert. Bei Leichtmetallkolben für luftgekühlte Motoren sind auch Feuersteg und Ringpartie mit einer Eisenschicht versehen, damit das Feuersteg- und Ringfeldspiel zur Erzielung geringen Ölverbrauchs und Gasdurchlasses so angelegt werden können, daß bei stark verformten Zylindern ein Anlaufen des Feuerstegs an die Zylinderwand toleriert werden kann.The iron or nickel layer primarily exerts a shielding effect, in particular by keeping the high-frequency temperature fluctuations and corrosive stress components away from the light metal of the piston body. It is also essential, however, that the iron or nickel layer itself withstands the stresses caused by knocking combustion due to its high strength, its homogeneous structure, the smooth surface and the high adhesive strength on the light metal. The totality of these properties cannot be achieved with other coatings, for example a hard anodized layer of comparable thickness (DE-A 25 07 899) produced by anodic oxidation on the piston head, which cannot prevent damage to the light metal piston due to knocking combustion, although the hard anodized layer does Light metal pistons for diesel engines protect the surface of the piston on the combustion chamber against thermal fatigue. A copper layer applied electrochemically to a light metal piston shows comparatively less damage from knocking combustion than the uncoated piston, but detaches from the piston crown after a short period of operation due to insufficient adhesive strength. It is known from MTZ (Motortechnische Zeitschrift) No. 2/1974 pages 33-41 to electrochemically deposit an iron layer on a light metal piston. This piston is used in unreinforced aluminum cylinders. The iron layer is applied to the piston skirt, which has the task of avoiding contact between the light metal of the cylinder and that of the piston under all circumstances in extreme running conditions. Due to the iron coating on the piston skirt, piston skirt wear is considerably reduced and the tendency to seize between the piston skirt and cylinder is greatly reduced. In the case of light-alloy pistons for air-cooled engines, the top land and ring section are also provided with an iron layer, so that the top land and ring field game can be designed to achieve low oil consumption and gas passage in such a way that tarnishing of the top land on the cylinder wall can be tolerated in the case of strongly deformed cylinders.
In der CH-A-227 662 ist zwar ein Leichtmetallkolben für Brennkraftmaschinen beschrieben, der mindestens teilweise mit einer durch Diffusion an das Grundmaterial des Kolbens anlegierten Metallschutzschicht von 0,001 bis einige Millimeter Dicke überzogen ist. Die Metallschutzschichten, die durch Kathodenzerstäubung oder durch thermische Verdampfung des Metalls im Vakuum aufgebracht werden, bestehen aus beliebigen Metallen oder Legierungen, vorteilhaft aus Metallen der Chromgruppe, wie Chrom, Molybdän, Wolfram, der Eisengruppe, wie Eisen, Kobalt, Nickel, der Kupfergruppe, wie Kupfer, Silber oder einem Platinmetall, wie Platin, Palladium, Rhodium oder Metallen wie Zinn, Blei, Aluminium, Kadmium, Zink oder Seltenen Erdmetallen, wie Vanadium, Tantal, Zirkonium einzeln oder in beliebiger Kombination. So erhält der Kolbenboden zur besseren Wärmeableitung und Reflexion eine Schutzschicht aus Silber, Nickel, Chrom oder Kupfer, wogegen auf den Kolbenschaft zur Verbesserung der Laufeigenschaften Schichten aus Kupfer, Nickel, Eisen oder Chrom aufgebracht sind, die einen geringen Verschleiß oder sogar eine Schmierwirkung hervorrufen. Der CH-A-227 662 liegt daher eine andere Aufgabenstellung als dem Anmeldungsgegenstand zugrunde, ebenso weichen die Lösungsmaßnahmen voneinander ab.CH-A-227 662 describes a light metal piston for internal combustion engines which is at least partially covered with a metal protective layer of 0.001 to a few millimeters thick which is alloyed by diffusion onto the base material of the piston. The metal protective layers, which are applied by cathode sputtering or by thermal evaporation of the metal in vacuo, consist of any metals or alloys, advantageously of metals of the chromium group, such as chromium, molybdenum, tungsten, the iron group, such as iron, Cobalt, nickel, the copper group such as copper, silver or a platinum metal such as platinum, palladium, rhodium or metals such as tin, lead, aluminum, cadmium, zinc or rare earth metals such as vanadium, tantalum, zirconium individually or in any combination. The piston crown receives a protective layer made of silver, nickel, chrome or copper for better heat dissipation and reflection, whereas layers of copper, nickel, iron or chrome are applied to the piston skirt to improve the running properties, which cause little wear or even a lubricating effect. CH-A-227 662 is therefore based on a different task than the subject of the application, and the solution measures also differ from one another.
Die in den Zeichnungen dargestellte Erfindung wird nachfolgend beispielhaft erläutert.
- Fig. 2 zeigt eine Vorderansicht sowie einen Teillängsschnitt und
- Fig. 3 eine Draufsicht auf den Kolbenboden (1) des Leichtmetallkolbens (2), dessen Feuersteg (3) und Kolbenboden (1) mit einer 20 um dicken elektrochemisch abgeschiedenen Eisenschicht (4) überzogen sind. Der von der Eisenschicht bedeckte Oberflächenbereich ist in der Draufsicht durch Kreuzschraffur gekennzeichnet.
- Fig. 2 shows a front view and a partial longitudinal section and
- Fig. 3 is a plan view of the piston crown (1) of the light metal piston (2), the top land (3) and piston crown (1) are covered with a 20 µm thick electrochemically deposited iron layer (4). The surface area covered by the iron layer is identified by cross-hatching in the top view.
In einem Versuchsverbrennungsmotor, der reproduzierbar mit klopfender Verbrennung gefahren wurde, wurden mit einer Eisenschicht am Kolbenboden und Feuersteg versehene Leichtmetallkolben in einem Satz zusammen mit unbeschichteten Leichtmetallkolben über mehr als 60 Stunden erprobt. Während die unbeschichteten Leichtmetallkolben nach jeweils etwa 12 Stunden Laufdauer erhebliche Materialzerstörungen am Kolbenboden aufwiesen und ausgewechseit werden mußten, konnten an den mit einer Eisenschicht am Kolbenboden versehenen Leichtmetallkolben keinerlei Veränderungen festgestellt werden.In a test combustion engine that was reproducibly operated with knocking combustion, light metal pistons with an iron layer on the piston crown and top land were tested in a set together with uncoated light metal pistons for more than 60 hours. While the uncoated light-alloy pistons showed considerable material damage to the piston crown after every 12 hours of operation and had to be replaced, no changes were found in the light-metal pistons provided with an iron layer on the piston crown.
Claims (1)
- Light metal piston for internal combustion engines, in particular for Otto engines, on at least part of the piston head of which, and on the top land of which at least in the section adjoining the piston head, there is applied an electrochemically deposited iron or nickel layer 5 to 30 11m thick as a metal protective layer.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3201498 | 1982-01-20 | ||
| DE19823201498 DE3201498A1 (en) | 1982-01-20 | 1982-01-20 | LIGHT METAL PISTON |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0084385A1 EP0084385A1 (en) | 1983-07-27 |
| EP0084385B1 true EP0084385B1 (en) | 1990-11-07 |
Family
ID=6153390
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP83200003A Expired - Lifetime EP0084385B1 (en) | 1982-01-20 | 1983-01-04 | Light-metal piston |
Country Status (2)
| Country | Link |
|---|---|
| EP (1) | EP0084385B1 (en) |
| DE (2) | DE3201498A1 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3304320C1 (en) * | 1983-02-09 | 1988-07-07 | M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8900 Augsburg | Light alloy piston for internal combustion engines, especially those operated using heavy oil |
| EP0172002A3 (en) * | 1984-08-13 | 1986-12-30 | Ae Plc | The treatment of pistons |
| GB8714287D0 (en) * | 1987-06-18 | 1987-07-22 | Ae Plc | Pistons |
| DE10315232A1 (en) * | 2003-04-03 | 2004-10-28 | Federal-Mogul Nürnberg GmbH | Pistons for an internal combustion engine and method for producing a piston |
| JP5998696B2 (en) * | 2012-07-19 | 2016-09-28 | マツダ株式会社 | Engine combustion chamber insulation structure |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1426138A (en) * | 1919-01-09 | 1922-08-15 | Aluminum Manufactures Inc | Piston |
| FR600601A (en) * | 1925-06-26 | 1926-02-11 | Ets De Dion Bouton | New piston for internal combustion engine |
| GB492345A (en) * | 1936-07-03 | 1938-09-19 | Aluminum Colors Inc | Improvements in or relating to pistons |
| CH227662A (en) * | 1938-05-03 | 1943-06-30 | Berghaus Bernhard | Light metal pistons provided with a metal protective layer for internal combustion engines, as well as a method and device for the production of metal protective layers on light metal pistons. |
| GB510404A (en) * | 1938-05-03 | 1939-08-01 | Bernhard Berghaus | Improvements in and relating to light metal pistons and coatings therefor |
| DE2743512A1 (en) * | 1977-08-27 | 1979-03-01 | Eugen Stump | IC engine piston suppressing noise - has chromium plated rim ring held with heat resistant expansion layer |
| DE2921952A1 (en) * | 1979-05-30 | 1980-12-04 | Volkswagenwerk Ag | Light alloy piston for IC engine - has hard wearing surface layer of aluminium oxide deposited electrolytically |
-
1982
- 1982-01-20 DE DE19823201498 patent/DE3201498A1/en not_active Withdrawn
-
1983
- 1983-01-04 DE DE8383200003T patent/DE3381978D1/en not_active Expired - Fee Related
- 1983-01-04 EP EP83200003A patent/EP0084385B1/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| DE3381978D1 (en) | 1990-12-13 |
| EP0084385A1 (en) | 1983-07-27 |
| DE3201498A1 (en) | 1983-07-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP0136741B1 (en) | Piston for internal-combustion engines | |
| DE69631700T2 (en) | Reciprocating piston for an internal combustion engine | |
| DE3008330A1 (en) | LIQUID-COOLED PISTON FOR INTERNAL COMBUSTION ENGINES | |
| EP0084385B1 (en) | Light-metal piston | |
| EP1441157B1 (en) | Cylinder surface | |
| DE1751013A1 (en) | Diesel engine pistons | |
| EP3608532A1 (en) | Piston for an engine | |
| DE3301366A1 (en) | Piston for internal combustion engines | |
| DE2714776C2 (en) | Cylinder head gasket for internal combustion engines | |
| DE4238525C1 (en) | Cylinder liner with a wear resistant layer | |
| AT519790A1 (en) | Internal combustion engine | |
| DE3036792A1 (en) | COMPOSITE PISTON | |
| DE10146334A1 (en) | Crankshaft bearings for an engine block | |
| EP0215511B1 (en) | Piston cylinder assembly for internal-combustion engines | |
| DE60216631T2 (en) | PISTON FOR INTERNAL COMBUSTION ENGINE | |
| EP0977002B1 (en) | Gun barrel with a wear reducing hard chromium layer | |
| DE2211690C3 (en) | Light metal pistons for internal combustion engines | |
| DE2513324A1 (en) | LIGHT ALLOY PISTON FOR FOUR-STROKE COMBUSTION MACHINERY | |
| DE10014515C2 (en) | Piston ring with wear protection layer and wear protection layer for a piston ring | |
| DE3011216C2 (en) | Cylinder head gasket for piston internal combustion engines with secondary combustion chamber | |
| WO2016050379A1 (en) | Piston, piston machine having such a piston, and motor vehicle having such a piston machine | |
| DE19510050A1 (en) | Lightweight, cast piston for IC engine | |
| DE102012009029A1 (en) | Piston for combustion engine, has sheet that is formed from threads and/or fibers and is partially provided in region of piston head comprising piston head portion and circulating fire bar | |
| DE2438548A1 (en) | Internal combustion engine piston - has layer of saw tooth-shaped galvanically deposited hard iron on shell | |
| DE60022845T2 (en) | Method for reinforcing an engine piston and reinforced piston according to the method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
| AK | Designated contracting states |
Designated state(s): DE FR GB IT SE |
|
| 17P | Request for examination filed |
Effective date: 19830829 |
|
| RAP1 | Party data changed (applicant data changed or rights of an application transferred) |
Owner name: KOLBENSCHMIDT AKTIENGESELLSCHAFT |
|
| GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
| AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE FR GB IT SE |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SE Effective date: 19901107 |
|
| REF | Corresponds to: |
Ref document number: 3381978 Country of ref document: DE Date of ref document: 19901213 |
|
| ET | Fr: translation filed | ||
| ITF | It: translation for a ep patent filed |
Owner name: STUDIO JAUMANN |
|
| GBT | Gb: translation of ep patent filed (gb section 77(6)(a)/1977) | ||
| PLBI | Opposition filed |
Free format text: ORIGINAL CODE: 0009260 |
|
| PLBI | Opposition filed |
Free format text: ORIGINAL CODE: 0009260 |
|
| 26 | Opposition filed |
Opponent name: BAYERISCHE MOTOREN WERKE AG, PATENTABTEILUNG AJ-3, Effective date: 19910724 |
|
| 26 | Opposition filed |
Opponent name: ALCAN DEUTSCHLAND GMBH Effective date: 19910807 Opponent name: BAYERISCHE MOTOREN WERKE AG, PATENTABTEILUNG AJ-3, Effective date: 19910724 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 19921208 Year of fee payment: 11 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 19921216 Year of fee payment: 11 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 19930211 Year of fee payment: 11 |
|
| PLBM | Termination of opposition procedure: date of legal effect published |
Free format text: ORIGINAL CODE: 0009276 |
|
| STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: OPPOSITION PROCEDURE CLOSED |
|
| 27C | Opposition proceedings terminated |
Effective date: 19930128 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Effective date: 19940104 |
|
| GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 19940104 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Effective date: 19940930 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Effective date: 19941001 |
|
| REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST |
|
| APAH | Appeal reference modified |
Free format text: ORIGINAL CODE: EPIDOSCREFNO |