EP0451151B1 - Pompe a injection de carburant a distributeur pour moteurs a combustion interne - Google Patents

Pompe a injection de carburant a distributeur pour moteurs a combustion interne Download PDF

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Publication number
EP0451151B1
EP0451151B1 EP89910820A EP89910820A EP0451151B1 EP 0451151 B1 EP0451151 B1 EP 0451151B1 EP 89910820 A EP89910820 A EP 89910820A EP 89910820 A EP89910820 A EP 89910820A EP 0451151 B1 EP0451151 B1 EP 0451151B1
Authority
EP
European Patent Office
Prior art keywords
lever
distributor
injection pump
fuel injection
type fuel
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
Application number
EP89910820A
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German (de)
English (en)
Other versions
EP0451151A1 (fr
Inventor
Klaus Krieger
Karl Konrath
Carlos Alvarez-Avila
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0451151A1 publication Critical patent/EP0451151A1/fr
Application granted granted Critical
Publication of EP0451151B1 publication Critical patent/EP0451151B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/04—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors
    • F02D1/045—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors characterised by arrangement of springs or weights
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/025—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on engine working temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/04—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/125—Variably-timed valves controlling fuel passages
    • F02M41/126—Variably-timed valves controlling fuel passages valves being mechanically or electrically adjustable sleeves slidably mounted on rotary piston

Definitions

  • the degree of non-uniformity during idling with the relatively low engine speeds is high, so that differences in engine parameters influencing idling have a comparatively strong effect.
  • tolerances in the force of the idling spring or pump friction also have a considerable effect on the control quality of the idling, so that an adjustment of the idling spring would be necessary.
  • the idle spring is therefore fixed in place on the pump housing with the speed regulator facing away from the regulator levers, the respective spring preload being adjustable via an adjusting lever.
  • the main result of this is that the idle speed can be set separately and very finely independently of the other controller sizes.
  • the idle spring can be made very soft for its spring travel, which results in a smaller degree of non-uniformity and, above all, it can be achieved that in push operation, when the vehicle is pushing the engine and the accelerator pedal is in the zero position, a small amount is always injected is, so the idle injection quantity is not also regulated to zero.
  • This arrangement of the idle spring does not solve the problem of increasing the injection quantity when the idle is cold.
  • a temperature sensor whose control variable is the cooling water temperature of the internal combustion engine, intervenes in the fuel injection pump control by regulating the idling speed so that it decreases with increasing temperature.
  • the preload of the idle spring is changed in that a stop that is decisive for the spring preload is changed by the temperature sensor.
  • the temperature sensor can either be used to change the starting position of a pivoting lever that acts on the tensioning lever via a start lever, or to serve as a suspension lever, or the suspension point of the regulating spring or the Starting position of the adjusting lever pretensioning the control spring. While the parking lever the possible lever travel is reduced with increasing temperature, the adjusting lever increases this with increasing temperature. As a result of the latter, the idle spring is relieved more with increasing temperature in the zero position. As a result of the greater relief, the cut-off speed at idle is set to a lower speed or causes a reduction in the amount of fuel to be injected.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that, while maintaining the advantages occurring in the known fuel injection pump of the generic type, the fuel increase required for a uniform idling speed can also be achieved without problems when additional units are switched on or when the internal combustion engine is cold. This adjustment of the idle volume to the required operating parameters takes place without any other adverse intervention in the speed controller.
  • the adjusting lever of the idle spring is arranged on the one end face of a rotating shaft mounted in the pump housing, at the other end of which an external idling lever is fastened outside the pump housing and can be pivoted by an adjusting element that works depending on the engine parameters.
  • an adjusting element that works depending on the engine parameters.
  • the pivoting range of the adjusting lever can also be determined by stops of the idle lever, which can be adjusted outside the pump housing.
  • the idle lever only by a certain distance, which corresponds to the respective additional idle load, such as the respective engine temperature. This can be done, for example, by limiting the pivoting range as a function of temperature, that is to say by changing one stop.
  • a pressure cell can be used as the adjusting element, which can be actuated by control air having an operating pressure, this control air, for example, having a negative pressure from the brake circuit of the vehicle.
  • a solenoid valve is arranged in the supply line for the control air and can be controlled as a function of engine parameters is.
  • a Bowden cable serves as the transmission medium between the magnet or the pressure cell and the idle lever.
  • FIGS. 1 and 3 shows a distributor fuel injection pump in longitudinal section
  • FIGS. 2 and 3 the first variant with idle lever actuation by a magnet
  • FIGS. 4 and 5 the second variant with idle lever actuation via a pressure cell.
  • the pump working chamber 4 is supplied with fuel via a suction channel 7 from a suction chamber 9 which is present in the pump housing 8 of the injection pump and is filled with fuel, in that during the suction stroke of the pump piston l the suction channel 7 is opened by longitudinal control grooves 11 provided in the pump piston l.
  • the number of longitudinal control grooves 11 corresponds to the number of pressure channels 6 and thus to the number of pressure strokes carried out per revolution of the pump piston l.
  • a solenoid valve 12 is arranged, which closes the suction channel 7 at the end of the injection, so that no fuel can get from the suction chamber 9 into the pump working chamber 4 during the suction stroke of the pump piston 1.
  • the amount to be injected per stroke into one of the pressure channels 6 is determined by the axial position of a control slide l3 arranged around the pump piston l. This axial position is determined by a speed controller l4 and an arbitrarily actuable adjusting lever l5, evaluating the engine parameters, Speed and load.
  • the speed controller l4 is driven by a gear wheel l8, which is connected to the drive shaft 2 and drives a speed sensor l9 with flyweights 2l, which act on one side of a control sleeve 22, which is axially displaceably mounted on an axis 23 and on the other Side attacks the control lever system 25 loaded by a control spring 24, which articulates the control slide l3 for its stroke position.
  • the control lever system 25 is pivotally mounted on an axis 26 for this purpose.
  • control lever system 25 two control levers are mounted on the axis 26, namely the tensioning lever 28, on which the control spring 24 and an idling spring 31 engage and a starting lever 29.
  • a starting spring 32 is provided which pushes the two levers apart and which at stationary engine shifts the control slide l3 as far as possible, which corresponds to a maximum fuel delivery quantity, a so-called starting additional quantity.
  • the control sleeve 22 is pushed against the starter lever 29 by the centrifugal weights 2l and pivots it against the force of the starter spring 32 into the position shown, in which the starter lever 29 and the tensioning lever 28 lie against one another.
  • the start spring 32 is thus switched off.
  • the control slide l3 no longer reaches the extreme position previously assumed for additional starting quantity.
  • the idle spring 3l is not effective at starting speeds - it is too relaxed and only becomes effective when the idling speed is reached, before the control spring 24 becomes effective for the actual curtailment after the two levers rest against each other becomes.
  • the desired speed is then regulated by the regulating spring 24 in the all-speed governor, whereas the idling speed governor effects the curtailment in the manner known for such mechanical speed governors.
  • the idle spring 3l is suspended on the side facing away from the start lever 29 on an adjusting lever 33, which can be pivoted via a rotating shaft 34 mounted in the pump housing 8 by an idling lever 35 accessible outside the pump housing 8 and fastened to the rotating shaft 34 (the idling lever 35 is shown in FIG l is only shown in dash-dot lines since it is arranged in the space before the cut, namely as shown in FIG. 2).
  • a Bowden cable 39 engages on the idle lever 35, which leads to an electromagnet 4l as the adjusting element and which is fastened to a plate 42 of the pump housing 8. As soon as the electromagnet 4l is excited, the idle lever 35 is pivoted into the position shown in dashed lines, that is to say a position for a larger injection quantity at idle or a higher idle speed.
  • FIG. 3 shows the electrical circuit diagram 43 for the electromagnet 4l belonging to this variant of the exemplary embodiment, in which two electrical switches 44 and 45 are arranged in parallel in the power line 46 of the electromagnet 4l.
  • the switch 44 is actuated by a magnet 47 which is switched by additional units such as an air conditioning system.
  • the switch 45 is actuated by a temperature-dependent actuator 48 which is controlled by the cooling water temperature of the engine. In this way, the electric switch 44 is closed by the magnet 47 when an additional unit is started up, whereupon the electromagnet 4l is then energized and pivots the idle lever 35 against the stop 37, with the result that the idle injection quantity is increased additively.
  • the switch 45 is closed when the internal combustion engine is cold and opens via the actuator 48 as soon as the internal combustion engine is warmed up. However, as long as the switch 45 is closed, that is to say when the internal combustion engine is cold, the electromagnet 4l is excited and an increase in the injection quantity in the idling range is achieved via the idle lever 35 and the corresponding increase in the preload of the idle spring 3l.
  • the idle lever 35 is pivoted from the stop 36 to the stop 37 by the Bowden cable 39 when the latter is actuated by a pressure cell 49 when a corresponding negative pressure is reached.
  • This pressure cell has a control membrane 50 and a return spring 5l, as well as a connecting piece 52, from which a feed line 53 leads to a negative pressure area of the internal combustion engine, for example in the brake area.
  • the diaphragm 50 is shifted to the left against the return spring 5l, whereby it swivels the idle lever 35 into the dashed position for a larger injection quantity via the Bowden cable 39.
  • FIG. 5 shows a circuit diagram for this variant, in which a solenoid valve 54 is arranged in the feed line 53 and can be controlled via an electrical circuit 43.
  • This electrical circuit works in the same way as the circuit shown in FIG. 3, with the control magnet 55 of the solenoid valve 54 being electrically controlled instead of the electromagnet 4l controlled there.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

Pompe à injection de carburant à distributeur, présentant un régulateur de vitesse mécanique, pour lequel un levier de tension (28) et un levier de démarrage (29) formant un ensemble de leviers de réglage, coopèrent de telle façon qu'ils fonctionnent, au-delà d'un régime de ralenti, en système compound, dans lequel l'organe de commande du débit (13) est relié au levier de démarrage, cependant qu'il est prévu en outre un ressort de ralenti (31) associé à ce levier de démarrage, ledit ressort présentant, conformément à l'invention, une précontrainte capable d'être modifiée en fonction des caractéristiques de fonctionnement, de manière à obtenir une variation correspondante de la quantité débitée en régime de ralenti, par exemple, en cas de surcharge en ralenti (mise en circuit d'un groupe d'appareils, moteur encore froid).

Claims (11)

1°) Pompe à injection de carburant à distributeur pour moteurs à combustion interne avec un piston de pompe entraîné par un entraînement à came dans un mouvement de va et vient et en même temps dans un mouvement de rotation,
_ avec un tiroir de commande de forme annulaire disposé sur le piston de pompe, pour commander la quantité de carburant injectée, de façon à pouvoir se déplacer axialement,
_ et avec un système de levier de réglage disponible pour déplacer en fonction de la charge et de la vitesse de rotation le tiroir de commande, système qui présente un levier de tension pouvant pivoter sur un axe et comprimé par un ressort de réglage dont la précontrainte modifiable au moyen d'un levier de réglage et qui présente un levier de démarrage enfermant un ressort de démarrage pouvant pivoter sur le même axe avec le levier de tension et formant avec le levier de tension une liaison à levier quand la vitesse de rotation est au-dessus du ralenti, levier de tension qui est couplé sur le tiroir de commande par un organe d'entraînement et sur lequel vient en prise un ressort de ralenti qui par ailleurs vient en prise avec un levier de réglage, qui repose sur une première butée pouvant être établie pour modifier la tension du ressort de ralenti, pompe à injection de carburant à distributeur caractérisée en ce que le levier de réglage (33) peut pivoter en fonction de grandeurs caractéristiques (47, 48) de fonctionnement et en ce que la position terminale du pivotement prise en fonction des grandeurs caractéristiques du moteur est limitée par une deuxième butée (37) également réglable (38).
2°) Pompe à injection de carburant à distributeur selon la revendication 1, caractérisée en ce que le levier de réglage (33) est disposé sur l'une des faces frontales d'un arbre de torsion (34) monté dans le carter (8) de la pompe, sur l'autre côté duquel vient en prise en dehors du carter (8) de la pompe un levier extérieur de ralenti (35), que l'on peut faire pivoter par un organe de réglage (41, 49) travaillant en fonction des grandeurs caractéristiques de fonctionnement.
3°) Pompe à injection de carburant à distributeur selon la revendication 2, caractérisée en ce que la zone de pivotement du levier de réglage (33) est déterminée par des butées (36, 37, 38) du levier de ralenti (35), qui peuvent être ajustées en dehors du carter (8) de la pompe.
4°) Pompe à injection de carburant à distributeur selon la revendication 2, caractérisée en ce qu'un câble Bowden (39) sert d'organe de transmission pour le réglage entre l'organe de réglage (41, 49) et le levier de ralenti (35) et en ce qu'un ressort à branche (40) vient en prise sur le levier de ralenti (35) dans le sens d'une quantité de carburant injectée plus petite.
5°) Pompe à injection de carburant à distributeur selon les revendications 2 à 4, caractérisée en ce qu'un électro-aimant (41) sert d'organe de réglage.
6°) Pompe à injection de carburant à distributeur selon les revendications 2 à 4, caractérisée en ce qu'une capsule métallique (49) sert d'organe de réglage, capsule qui peut être actionnée par de l'air de commande se trouvant sous une pression de fonctionnement déterminée.
7°) Pompe à injection de carburant à distributeur selon la revendication 6, caractérisée en ce que l'on utilise une dépression comme pression de fonctionnement.
8°) Pompe à injection de carburant à distributeur selon les revendications 6 ou 7, caractérisée en ce qu'une électrovanne (54) est disposée dans la canalisation (53) de l'air de commande.
9°) Pompe à injection de carburant à distributeur selon l'une des revendications 5 ou 8, caractérisée en ce que pour la commande du courant d'excitation de l'aimant (41) ou de l'électrovanne (54) de l'organe de réglage (41, 49), on utilise un circuit, dans lequel il existe au moins deux interrupteurs (44, 45) montés en parallèle et actionnés par des grandeurs caractéristiques de fonctionnement (47, 48).
10°) Pompe à injection de carburant à distributeur, selon la revendication 9, caractérisée en ce que l'un des interrupteurs (45) est fermé en fonction de la température de l'eau de refroidissement du moteur quand le moteur est froid et est ouvert quand le moteur est chaud.
11°) Pompe à injection de carburant à distributeur, selon la revendication 9, caractérisée en ce qu'un interrupteur (44) peut être fermé lorsqu'on met en route une unité additionnelle (installation de climatisation).
EP89910820A 1988-12-31 1989-09-30 Pompe a injection de carburant a distributeur pour moteurs a combustion interne Expired - Lifetime EP0451151B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3844452 1988-12-31
DE3844452A DE3844452A1 (de) 1988-12-31 1988-12-31 Verteilerkraftstoffeinspritzpumpe fuer brennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP0451151A1 EP0451151A1 (fr) 1991-10-16
EP0451151B1 true EP0451151B1 (fr) 1992-09-16

Family

ID=6370614

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89910820A Expired - Lifetime EP0451151B1 (fr) 1988-12-31 1989-09-30 Pompe a injection de carburant a distributeur pour moteurs a combustion interne

Country Status (6)

Country Link
US (1) US5138998A (fr)
EP (1) EP0451151B1 (fr)
JP (1) JP2974706B2 (fr)
KR (1) KR910700406A (fr)
DE (2) DE3844452A1 (fr)
WO (1) WO1990007643A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4221685A1 (de) * 1992-07-02 1994-01-13 Bosch Gmbh Robert Kraftstoffeinspritzpumpe für Brennkraftmaschinen
EP0624720B1 (fr) * 1993-05-14 1996-03-06 Robert Bosch Gmbh Pompe d'injection de combustible pour moteurs à combustion interne
DE4333778A1 (de) * 1993-10-04 1995-04-06 Bosch Gmbh Robert Drehzahlregler für Kraftstoffeinspritzpumpen von Brennkraftmaschinen
DE4443114A1 (de) * 1994-12-03 1996-06-05 Bosch Gmbh Robert Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE19631655C2 (de) * 1996-08-05 2003-03-27 Hatz Motoren Motorabschaltung für eine Brennkraftmaschine

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2644994A1 (de) * 1976-10-06 1978-04-13 Bosch Gmbh Robert Drehzahlregler fuer einspritzbrennkraftmaschinen
FR2379699A1 (fr) * 1977-02-02 1978-09-01 Cav Roto Diesel Perfectionnements aux regulateurs mecaniques du type dit regulateurs de ralenti et de vitesse maximale, pour pompes d'injection
DE2902731A1 (de) * 1979-01-25 1980-08-07 Bosch Gmbh Robert Drehzahlregler fuer einspritzbrennkraftmaschinen, insbesondere fliehkraftdrehzahlregler einer einspritzpumpe fuer fahrzeugdieselmotoren
JPS57148032A (en) * 1981-03-07 1982-09-13 Diesel Kiki Co Ltd Distributor type fuel injection pump
JPS6131157Y2 (fr) * 1981-03-12 1986-09-10
DE3147701A1 (de) * 1981-12-02 1983-06-16 Robert Bosch Gmbh, 7000 Stuttgart Stelleinrichtung fuer ein kraftstoffoerdermengenverstellglied einer kraftstoffeinspritzpumpe
GB2119962B (en) * 1982-05-01 1985-08-29 Lucas Ind Plc Governor mechanism for a fuel pumping apparatus
DE3500341A1 (de) * 1984-07-13 1986-01-16 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregler fuer kraftstoffeinspritzpumpen
DE3427224A1 (de) * 1984-07-24 1986-01-30 Robert Bosch Gmbh, 7000 Stuttgart Verfahren zum verbessern des laufverhaltens eines mit einer brennkraftmaschine angetriebenen kraftfahrzeugs und kraftfahrzeug mit brennkraftmaschine
DE3605824A1 (de) * 1986-02-22 1987-08-27 Bosch Gmbh Robert Kraftstoffeinspritzpumpe zur versorgung der brennraeume von fuer fahrzeugantriebe vorgesehenen brennkraftmaschinen
DE3632538A1 (de) * 1986-09-25 1988-03-31 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3743060A1 (de) * 1987-12-18 1989-06-29 Bosch Gmbh Robert Drehzahlregler fuer kraftstoffeinspritzpumpen
JPH0325829U (fr) * 1989-07-20 1991-03-18

Also Published As

Publication number Publication date
WO1990007643A1 (fr) 1990-07-12
DE58902309D1 (de) 1992-10-22
EP0451151A1 (fr) 1991-10-16
US5138998A (en) 1992-08-18
JP2974706B2 (ja) 1999-11-10
DE3844452A1 (de) 1990-07-05
JPH04502657A (ja) 1992-05-14
KR910700406A (ko) 1991-03-15

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