EP0608520B1 - Frein moteur pour moteur 4 temps de véhicule utilitaire - Google Patents

Frein moteur pour moteur 4 temps de véhicule utilitaire Download PDF

Info

Publication number
EP0608520B1
EP0608520B1 EP93119698A EP93119698A EP0608520B1 EP 0608520 B1 EP0608520 B1 EP 0608520B1 EP 93119698 A EP93119698 A EP 93119698A EP 93119698 A EP93119698 A EP 93119698A EP 0608520 B1 EP0608520 B1 EP 0608520B1
Authority
EP
European Patent Office
Prior art keywords
pressure
exhaust valve
control
pump
engine
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
EP93119698A
Other languages
German (de)
English (en)
Other versions
EP0608520A1 (fr
Inventor
Helmut Dipl.-Ing. Priesner
Franz Dipl.-Ing. Rammer
Harald Dr. Schlögl
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.)
MAN Truck and Bus Osterreich AG
Original Assignee
Steyr Nutzfahrzeuge AG
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 Steyr Nutzfahrzeuge AG filed Critical Steyr Nutzfahrzeuge AG
Publication of EP0608520A1 publication Critical patent/EP0608520A1/fr
Application granted granted Critical
Publication of EP0608520B1 publication Critical patent/EP0608520B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type

Definitions

  • the invention relates to an engine brake in a 4-stroke internal combustion engine of a commercial vehicle with features according to the preamble of claim 1.
  • the invention is based on EP-A-0 407 842. From this it is already known to provide a control pump for an engine brake, which operates independently of the fuel injection pump effecting the fuel injection and is part of the control hydraulics of the engine brake.
  • this control pump which is provided in addition to the fuel injection pump, is not designed in the manner of a conventional injection pump, but in the manner of a conventional piston pump.
  • Their cam controls a number of pump pistons corresponding to the number of engine cylinders, each of which delivers a certain amount of pressure oil in braking mode via a control line into a pressure chamber, via which a piston installed in the pushrod foot of the associated exhaust valve can be transferred from its normal position to a braking position.
  • the control system is designed so that the exhaust valves for braking open in a range of 180 ° ⁇ 40 ° crank angle before top dead center and are closed again in a range 40 ° ⁇ 40 ° crank dead center.
  • the mechanics required for this in the area of the pushrod feet require a correspondingly larger installation space, especially where there is little space for such measures on the engine, because correspondingly thicker pushrod feet that accommodate the pistons internally must be provided.
  • the pressure oil supply and external sealing is difficult to design in this area of the cylinder head near the valve train.
  • Another type of engine brake is known from DE 39 04 497 C1.
  • This has a hydraulic device which, during the compression stroke, only keeps the exhaust valve of the internal combustion engine a small gap in the area of the ignition TDC.
  • the engine's own injection pump is used as the transmitter device.
  • a controllable switching element is installed in each injection pressure line leading to an injection valve, from which a control pressure line leads to the actuating device of the exhaust valve of the engine cylinder to which the injection valve belongs.
  • the solution according to the invention enables the best possible adaptation of both the injection system and, independently of this, the engine braking system to the respective engine-specific conditions.
  • the control pump associated with the control hydraulics and formed by an injection pump can be optimally matched to the respective opening of the connected outlet valves in terms of delivery stroke and delivery pressure. It is particularly advantageous that the most suitable for the present application are selected from the large number of commercially available types of injection pumps in order to implement the control pump can and may not even have to be changed.
  • the use of a commercially available injection pump for the brake-operated exhaust valve control also lowers the costs, since these are comparatively cheap due to their mass production. Since, apart from such a control pump, only a corresponding number of control pressure lines and hydromechanical outlet valve actuating devices are required, the engine brake can be realized overall at a comparatively low cost.
  • FIG. 1 shows conditions for the engine brake of a 4-cylinder 4-stroke internal combustion engine, which also apply in the same way for 5- and 6-cylinder 4-stroke internal combustion engines.
  • FIG. 2 shows an engine brake for a 6-cylinder 4-stroke internal combustion engine, the conditions of which also apply to more than 6-cylinder 4-stroke internal combustion engines.
  • the cylinders of the internal combustion engine are indicated in sequence with Z1, Z2, Z3, Z4 and in FIG. 2 with Z1, Z2, Z3, Z4, Z5, Z6.
  • the exhaust valves belonging to each cylinder Z1 - Z n are tightened with A and the same numerical index, thus designated A1, A2, A3, A4 (Fig. 1) or A1, A2, A3, A4, A5, A6 (Fig. 2).
  • the injection valves belonging to the cylinders Z1-Z n are tightened with E and numerically identical index, thus with E1, E2, E3, E4 (Fig. 1) or E1, E2, E3, E4, E5, E6 (Fig. 2) designated.
  • the internal combustion engine shown in FIG. 1 obeys the firing order 1-3-4-2, the internal combustion engine according to FIG.
  • the fuel injection pump assigned to the respective internal combustion engine is designated by 1.
  • Each delivery output thereof is connected to the associated injection valve E1-E n via an injection pressure line designated L1, L2, L3, L4 (FIG. 1) or L1, L2, L3, L4, L5, L6 (FIG. 3).
  • the control pump 2 is designed with regard to its delivery elements and the delivery pressure to be generated so that the exhaust valve A1 - A n in relation to the 4-stroke cycle of the Engine close to bottom dead center before compression, kept open during the subsequent compression stroke until approximately TDC and then closed again, the latter by pressure pump-side, camshaft-controlled pressure relief.
  • the opening of the controlled exhaust valve practically takes place during the transition from the suction stroke into the subsequent compression stroke, while in the embodiment according to FIG. 2 the opening of the controlled exhaust valve already takes place during the suction stroke, but close to its end .
  • the control pump 2 can be realized by a series or distributor injection pump. It has, by a control device 4, adjustable delivery elements 5 - in the illustrated cases pump pistons - which have an axially parallel zero delivery groove 6 and a flat front end face 7 (see FIGS. 3 and 4). As long as no braking operation is initiated, the delivery elements 5 are brought from the control device 4 into a zero delivery position, which can be seen in FIG. 3, relative to a pressure medium inflow bore 9 opening into the associated pump cylinder, in which the latter communicates with the axially parallel zero delivery groove 6 during the entire piston stroke, thus from Conveyor 5 no pressure medium can be conveyed into the respectively connected control pressure line S1 -S n .
  • the control device 4 brings the delivery elements 5 into a delivery position shown in FIG. 4, in which the delivery start and pressure build-up are then effected on the delivery stroke through the end face 7 after overflowing and covering the inflow bore 9.
  • each delivery outlet of the control pump 2 is equipped with a pressure valve which is not sealed in the backflow direction.
  • the control pump 2 can be arranged and driven independently of the fuel injection pump 1 at a suitable point on the internal combustion engine. However, the control pump 2 is preferably arranged in series with the fuel injection pump 1 so that its shafts can be connected to one another directly or via an intermediate link. The latter saves an additional drive train for the control pump 2.
  • All of the embodiments of the hydromechanical actuating device 3 shown in FIGS. 5 to 8 have in common that they have a pressure cylinder 12 with a pressure chamber 13, which is connected to the associated control pressure line S1 -S n and adjoins a pressure piston 14, which is used for an opening of the associated exhaust valve A1 - A n can be displaced between two end positions against the force of a return pressure spring 15 by pressure medium conveyed into the pressure chamber 13.
  • the brake operating opening position of the exhaust valve A1-A n determining end position of the pressure piston 14 by a mechanical stop 16, for example inside the pressure cylinder (see FIGS. 6 and 7) or by the return pressure spring 15 (see FIGS. 5 and 8).
  • the pressure piston 14 can act directly - as can be seen from FIGS. 5 and 7 - either on the rear end of the exhaust valve stem or an associated rocker arm, tappet or a bumper.
  • the pressure piston 14 of each actuating device 3 can also act indirectly - see FIG. 7 - via a mechanical transmission element 17 either on the rear end of the exhaust valve stem or on an associated rocker arm, tappet or a bumper.
  • the transmission member 17 for an opening of the associated exhaust valve A1 - A n by the pressure medium conveyed into the pressure chamber 13 can be displaced, rotated or pivoted into the active position via the pressure piston 14 and for closing the exhaust valve after pressure relief of the pressure chamber 13 by the return spring 15 again in a ineffective rest position can be moved back.
  • the pressure piston 14 and the transmission element 17 are preferably to be arranged such that the pressure piston 14, when the transmission element 17 is in the active position, is not acted upon by the forces acting on the associated outlet valve A1-A n , in particular gas forces.
  • each actuating device 3 acts indirectly via hydromechanical transmission elements either on the rear end of the outlet valve stem or on an associated rocker arm, tappet or a bumper.
  • FIG. 8 There is a second servo pressure chamber 19 in the pressure cylinder 12 behind the pressure piston 14, which receives the return pressure spring 15 and is filled with pressure oil via a pressure medium feed device 18, from which a control pressure line 20 leads to the pressure chamber 21 of a servo pressure cylinder 22, in which a servo piston 23 counteracts the Force of a return pressure spring 24 for opening the associated exhaust valve A1 - A n is hydraulically displaceable to an end position predetermined by a stop 25.
  • the outlet valve A1-A n is closed after the pressure in the pressure chamber 13 has been released and the pressure piston 14 has been reset by the return pressure spring 15 in its initial position and the associated increase in volume of the servo pressure chamber 19 and then possible return of the servo piston 23 by the return pressure spring 24 in its starting position.
  • the engine brake can be implemented with comparatively few components and is therefore inexpensive. It is also particularly suitable for retrofitting or retrofitting existing internal combustion engines.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (13)

  1. Frein-moteur pour moteur à combustion interne à 4 temps notamment d'un véhicule utilitaire dont les injecteurs (E1... En) sont alimentés en carburant par une pompe d'injection (1) et des conduites d'injection (L1 ... Ln), l'installation de frein-moteur comprenant une hydraulique de commande et celle-ci comprend une pompe de commande (2) en plus de la pompe d'injection de carburant (1), pompe de commande dont le nombre de sorties correspond au nombre de cylindres (Z1 ... Zn) du moteur, chaque fois par l'intermédiaire d'une conduite de commande de pression (S1 ... Sn) avec une installation d'actionnement hydromécanique (3) assurant l'ouverture d'une soupape d'échappement correspondante, pour le mode de freinage, et pendant le mode de freinage, le fluide sous pression transféré par la pompe de commande (2) ouvre chaque fois la soupape d'échappement commandée (A1 ... An) qui dans le cycle à 4 temps du moteur se trouve à proximité du point mort bas, avant la compression, pour être maintenue ouverte pendant la phase de compression consécutive, sensiblement jusqu'au point mort haut d'allumage, puis est de nouveau fermée, caractérisé en ce que la pompe de commande (2) de l'hydraulique de commande est réalisée comme une pompe d'injection, qui fonctionne indépendamment de la pompe d'injection (1) assurant l'injection de carburant et dont les sorties de refoulement sont reliées dans l'ordre chaque fois par une conduite de commande de pression (S1 ... Sn) à l'installation d'actionnement (3) de la soupape d'échappement (A1 .. An) de celui des cylindres (Z1... Zn) du moteur qui dans l'ordre d'allumage donné, est décalé par rapport au point d'injection d'au moins un intervalle d'injection et en ce que les organes de transfert (5) de la pompe d'injection formant la pompe de commande (2) sont également conçus par rapport à la pression de transfert à créer pour que l'ouverture, le maintien en position ouverte et la fermeture de chacune des soupapes d'échappement (A1... An) commandée en mode de frein, soient commandés dans le sens indiqué en utilisant complètement la course de transfert par la transmission du fluide sous pression.
  2. Frein-moteur selon la revendication 1, caractérisé en ce que les organes de transfert de la pompe de commande (2) réglables par une installation de régulation (4) ont chaque fois une surface frontale plane (7) et partant de celle-ci une rainure de débit nul (6) descendant à partir de la surface frontale parallèlement à l'axe, et cette dernière en dehors des périodes de mode de freinage est mise en position de communication avec un perçage d'alimentation (9) correspondant et pendant les périodes de mode de freinage est mise en communication de ce perçage.
  3. Frein-moteur selon l'une des revendications 1 et 2, caractérisé en ce que chaque sortie de la pompe de commande (2) est munie d'une soupape de pression non étanche dans le sens de l'écoulement en retour pour permettre une décharge en pression de la conduite de commande de pression (S1 ... Sn) chaque fois raccordée, en étant commandée par le contour à came de l'arbre à came propre à la pompe de commande.
  4. Frein-moteur selon l'une des revendications précédentes, caractérisé en ce que la pompe de commande (2) est constituée par une pompe à piston ou une pompe à distributeur.
  5. Frein-moteur selon l'une des revendications précédentes, caractérisé en ce que la pompe de commande (2) est montée en série avec la pompe d'injection de carburant (1) propre au moteur et les axes sont reliés directement par un élément intermédiaire.
  6. Frein-moteur selon la revendication 1, caractérisé en ce que chaque installation d'actionnement hydromécanique comprend un cylindre de poussée (12) avec une chambre de pression (13) reliée à la conduite de commande de pression (S1 ... Sn) et délimitée par un piston de poussée (14) qui, pour l'ouverture de la soupape d'échappement (A1 ... An), est poussé contre la force d'un ressort de rappel (15) par le fluide sous pression transféré dans la chambre de pression (13) entre deux positions de fin de course.
  7. Frein-moteur selon la revendication 6, caractérisé en ce que la position de fin de course du piston de poussée (14) qui définit la position d'ouverture de mode de frein de la soupape d'échappement (A1 ... An) est prédéterminée par une butée mécanique (16) notamment interne au cylindre de poussée.
  8. Frein-moteur selon la revendication 6, caractérisé en ce que la position de fin de course du piston de pression (14) qui définit la position d'ouverture du mode de frein de la soupape d'échappement (A1-An) est prédéterminée par le ressort de rappel (15).
  9. Frein-moteur selon l'une des revendications 6 à 8, caractérisé en ce que le piston de poussée (14) de chaque installation d'actionnement (3) agit directement, soit sur l'extrémité arrière de la tige de la soupape d'échappement, soit sur un culbuteur, un poussoir ou une tige de poussée correspondante.
  10. Frein-moteur selon l'une des revendications 6 à 8, caractérisé en ce que le piston de poussée (14) de chaque installation d'actionnement (3) est relié indirectement par un organe de transmission mécanique (17) soit avec l'extrémité arrière de la tiges de la soupape d'échappement, soit avec un culbuteur, un poussoir ou une tige de poussée correspondante.
  11. Frein-moteur selon la revendication 10, caractérisé en ce que l'organe de transmission (17) pour l'ouverture de la soupape d'échappement (A1... An) peut être coulissé, tourné ou pivoté par le piston de poussée (14) dans la position active et pour fermer la soupape d'échappement, après décharge en pression de la chambre de pression, cet organe est rappelé par un ressort de rappel (15) dans sa position de repos non active, et lorsque l'organe de transmission (17) est en position active, le piston de poussée (14) n'est pas sollicité par les forces agissant sur la soupape d'échappement notamment les forces développées par les gaz.
  12. Frein-moteur selon l'une des revendications 6 à 8, caractérisé en ce que le piston de poussée (14) de chaque installation d'actionnement (3) agit indirectement par des organes de transmission hydromécaniques, soit sur l'extrémité arrière de la tige de la soupape d'échappement, soit sur un culbuteur, un poussoir ou une tige de poussée correspondante.
  13. Frein-moteur selon la revendication 12, caractérisé en ce que dans le cylindre de poussée (12), derrière le piston de poussée (14), il y a une seconde chambre de poussée asservie (19) recevant le ressort de compression de rappel (15) et remplie par une installation d'alimentation en fluide sous pression (18) avec du liquide hydraulique définissant la pression, chambre reliée par une conduite de pression de commande (20) à la chambre de pression (21) d'un cylindre de pression d'asservissement (22) dans lequel un piston d'asservissement (23) est déplacé contre la force d'un ressort de compression de rappel (24) dans une position d'ouverture de la soupape hydraulique de sortie jusqu'à une position de fin de course prédéterminée par une butée (25).
EP93119698A 1993-01-25 1993-12-07 Frein moteur pour moteur 4 temps de véhicule utilitaire Expired - Lifetime EP0608520B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT107/93 1993-01-25
AT10793 1993-01-25

Publications (2)

Publication Number Publication Date
EP0608520A1 EP0608520A1 (fr) 1994-08-03
EP0608520B1 true EP0608520B1 (fr) 1996-07-10

Family

ID=3481704

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93119698A Expired - Lifetime EP0608520B1 (fr) 1993-01-25 1993-12-07 Frein moteur pour moteur 4 temps de véhicule utilitaire

Country Status (2)

Country Link
EP (1) EP0608520B1 (fr)
DE (1) DE59303199D1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19615739C2 (de) * 1996-04-20 1998-04-09 Daimler Benz Ag Motorbremse für eine mehrzylindrige Dieselbrennkraftmaschine
DE19654449C1 (de) * 1996-12-27 1998-03-12 Daimler Benz Ag Motorbremse für eine mehrzylindrige Brennkraftmaschine
DE19746428A1 (de) * 1997-10-21 1999-04-22 Mannesmann Rexroth Ag Druckerzeugungssystem

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0407842A1 (fr) * 1989-07-12 1991-01-16 MAN Nutzfahrzeuge Aktiengesellschaft Frein moteur pour moteur à compression d'air

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4158348A (en) * 1977-06-30 1979-06-19 Mason Lloyd R System for retarding engine speed
CA1247483A (fr) * 1982-12-09 1988-12-28 Raymond N. Quenneville Ralentisseur de moteur par decompression, pour moteurs multicylindre a combustion interne
US4697558A (en) * 1986-02-18 1987-10-06 Meneely Vincent A Compression relief engine brake
DE3904497C1 (fr) * 1989-02-15 1990-01-25 Man Nutzfahrzeuge Ag, 8000 Muenchen, De

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0407842A1 (fr) * 1989-07-12 1991-01-16 MAN Nutzfahrzeuge Aktiengesellschaft Frein moteur pour moteur à compression d'air

Also Published As

Publication number Publication date
DE59303199D1 (de) 1996-08-14
EP0608520A1 (fr) 1994-08-03

Similar Documents

Publication Publication Date Title
DE102008045730B4 (de) Rücklauffreie Kraftstoffpumpeneinheit sowie damit ausgerüstetes Fahrzeug
EP0383088B1 (fr) Frein moteur pour camions
EP0736672B1 (fr) Procédé de freinage moteur pour moteur à combustion interne à quatre temps
DE69718115T2 (de) Motorbremsverfahren mit von Auslassimpulsen verstärkter Verdichtung
DE3112381C2 (fr)
DE3001155A1 (de) Kraftstoffeinspritzanlage fuer selbstzuendende brennkraftmaschine
EP0432404A2 (fr) Commande de soupape pour soupapes de distribution de moteurs à combustion interne
EP0779949A1 (fr) Systeme d'injection de carburant pour moteurs a combustion interne
DE3001166A1 (de) Kraftstoffeinspritzanlage
DE4038334C1 (fr)
EP0150471B1 (fr) Pompe d'injection de combustible
DE3729636A1 (de) Verfahren zur steuerung der zeit der kraftstoffhochdruckfoerderung einer kraftstoffeinspritzpumpe
EP0925445B1 (fr) Pompe a piston radial pour alimentation haute pression en carburant
EP0455763B1 (fr) Dispositif de commande hydraulique de soupapes pour un moteur a combustion interne multicylindre
DE3117133A1 (de) "einrichtung zur lastabhaengigen steuerung des verdichtungsverhaeltnisses einer 4takt-hubkolben-brennkraftmaschine"
EP0608520B1 (fr) Frein moteur pour moteur 4 temps de véhicule utilitaire
DE3923271A1 (de) Kraftstoffeinspritzeinrichtung fuer brennkraftmaschinen, insbesondere pumpeduese
EP1185785B1 (fr) Systeme d'injection
EP0608522B1 (fr) Frein moteur pour moteur 4 temps de véhicule utilitaire
DE19615739C2 (de) Motorbremse für eine mehrzylindrige Dieselbrennkraftmaschine
DE4310457A1 (de) Kraftstoffeinspritzpumpe für Brennkraftmaschinen
WO2002103197A1 (fr) Dispositif d'injection de carburant pour moteur a combustion interne
EP0608521B1 (fr) Frein moteur pour moteur 4 temps de véhicule utilitaire
EP1521902B1 (fr) Dispositif pour commander des soupapes de changement des gaz
EP0971122B1 (fr) Pompe à injection de carburant pour un moteur à combustion interne

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

Kind code of ref document: A1

Designated state(s): DE FR GB IT NL SE

17P Request for examination filed

Effective date: 19940608

17Q First examination report despatched

Effective date: 19950410

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

ITF It: translation for a ep patent filed

Owner name: DE DOMINICIS & MAYER S.R.L.

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 NL SE

ET Fr: translation filed
REF Corresponds to:

Ref document number: 59303199

Country of ref document: DE

Date of ref document: 19960814

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 19960829

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19961118

Year of fee payment: 4

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 19961120

Year of fee payment: 4

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 19961121

Year of fee payment: 4

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19971207

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19971208

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: THE PATENT HAS BEEN ANNULLED BY A DECISION OF A NATIONAL AUTHORITY

Effective date: 19971231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19980701

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 19971207

NLV4 Nl: lapsed or anulled due to non-payment of the annual fee

Effective date: 19980701

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19980901

EUG Se: european patent has lapsed

Ref document number: 93119698.4

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20051207