EP0870920A2 - Installation de conduite de gaz pour un moteur à combustion - Google Patents

Installation de conduite de gaz pour un moteur à combustion Download PDF

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Publication number
EP0870920A2
EP0870920A2 EP98101134A EP98101134A EP0870920A2 EP 0870920 A2 EP0870920 A2 EP 0870920A2 EP 98101134 A EP98101134 A EP 98101134A EP 98101134 A EP98101134 A EP 98101134A EP 0870920 A2 EP0870920 A2 EP 0870920A2
Authority
EP
European Patent Office
Prior art keywords
throttle
throttle valve
channel
duct
main
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Withdrawn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
EP98101134A
Other languages
German (de)
English (en)
Other versions
EP0870920A3 (fr
Inventor
Johannes Meiwes
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 EP0870920A2 publication Critical patent/EP0870920A2/fr
Publication of EP0870920A3 publication Critical patent/EP0870920A3/fr
Withdrawn legal-status Critical Current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
    • F02M3/00—Idling devices for carburettors
    • F02M3/06—Increasing idling speed

Definitions

  • the invention relates to a gas routing system Internal combustion engine according to the preamble of claim 1.
  • main channel In internal combustion engines, it is usually via a main channel a main duct gas flow to the combustion chamber or combustion chambers fed.
  • the main channel has a relatively large one Cross-section so that a large main duct gas flow is required without excessive flow losses to the combustion chamber or Combustion chambers can be supplied.
  • an adjustable main channel throttle element In the course of the main channel there is an adjustable main channel throttle element, with where the main duct gas flow is controlled.
  • the main channel throttle body is adjusted using an actuator.
  • the main channel throttle element is usually one Throttle.
  • the main duct gas flow is flowing air, depending on the type of internal combustion engine in the course of the main channel fuel up to the inlet valves of each combustion chamber is supplied or the fuel is fed directly into the Combustion chamber or injected into the combustion chambers.
  • the cross section of the main channel is relatively large the flow velocity of the in the combustion chamber or in the main duct gas flow flowing in at certain Operating conditions of the internal combustion engine pretty much small. Because this is particularly true in the idle range of the internal combustion engine problems with mixture formation and so can lead to the course of combustion in the combustion chamber is over a secondary duct a secondary duct gas flow into the combustion chamber or fed into the combustion chambers. Because the cross section of the Side channel is quite small, the side channel gas flow has in the secondary duct even with a relatively small secondary duct gas flow a large flow rate in the area of Inlet channel in the combustion chamber, which causes the mixture formation and thus the course of combustion in the combustion chamber or improved in the combustion chambers.
  • the gas routing system designed according to the invention Internal combustion engine with the characteristic features of the Claim 1 has the advantage that the Manufacturing effort is significantly reduced.
  • FIG. 1 shows a schematic representation a gas routing system designed according to the invention and Figures 2 and 3 different details.
  • the gas routing system designed according to the invention Internal combustion engine can be applied to any internal combustion engine be in the case of a combustion chamber via a main channel a main channel gas stream and a secondary channel gas stream via a secondary channel should be fed.
  • the internal combustion engine can only have one combustion chamber, for example.
  • the internal combustion engine can also include several combustion chambers.
  • the main channel can, for example, before reaching the combustion chambers can be divided into several individual channels.
  • the main channel with the adjustable main duct throttle element so be carried out that the adjustable main duct throttle element the gas flow for all combustion chambers of the internal combustion engine controls.
  • the gas routing system can also be designed in this way be that, for example, each combustion chamber of the internal combustion engine a separate main duct with a separate main duct throttle element assigned. At least one of these Main channel throttle bodies then also serves to adjust the Sub-duct gas flow in the sub-duct. But it can also be provided that each of the adjustable main channel throttle bodies also to control the secondary duct gas flow in serves the secondary channel.
  • the internal combustion engine has four combustion chambers and the actuator Main duct gas flow and the secondary duct gas flow for the four Controls combustion chambers.
  • FIG. 1 shows a preferred selected embodiment in symbolic form.
  • FIG. 1 schematically shows an internal combustion engine 2 and a gas routing system belonging to the internal combustion engine 2.
  • the Gas routing system comprises a main channel 8, a main channel throttle element 10 and a secondary channel 12.
  • the main channel 8 includes a channel inlet side 14, the main channel throttle member 10, a connection 15 and a collector 16.
  • Main channel 8 In Considered the direction of flow come the parts mentioned Main channel 8 in the order of their naming.
  • From the Collectors 16 branch a first individual channel parallel to one another 18, a second individual channel 18 ', a third individual channel 18 '' and a fourth single channel 18 '' '.
  • the individual channels 18, 18 ', 18' ', 18' '' are, for example, as oscillating tubes trained to the in the internal combustion engine 2 Delivery of as large a full load output as possible can.
  • the Internal combustion engine 2 is preferably designed so that at the end each of the individual channels 18, 18 ', 18' ', 18' '' each have a fuel injection valve is arranged that the fuel either before the inlet valve into the individual channels 18, 18 ', 18' ', 18' '' or behind the inlet valves directly into the combustion chambers 6, 6 ', 6' ', 6 '' 'injected.
  • the German published application DE 36 08 522 A1 shows an embodiment in which the fuel injection valves the fuel upstream of the intake valves Spray individual channels of the main channel.
  • the German published application DE 44 00 449 A1 and the English publication GB 2 274 138 A each show an internal combustion engine, where the fuel injectors put the fuel directly in spray the combustion chambers. But it is also conceivable that in Area of the channel inlet side 14 in front of the main channel throttle element 10 is a fuel injector.
  • the secondary channel 12 a secondary channel inlet 20, a secondary channel guide 22, a so-called turbulence collector 24, a first turbulence air supply 26, a second turbulence air supply 26 ', a third turbulence air supply 26' 'and a fourth turbulence air supply 26 '' '.
  • the secondary channel 12 branches in the area of the main channel throttle element 10 from the Main channel 8 from.
  • the secondary duct 12 begins with the secondary duct inlet 20th
  • a gas stream 30 flows through the gas routing system
  • Gas stream 30 is in the drawing with a reference numeral 30 provided arrow symbolically represented.
  • Gas stream 30 is typically flowing air.
  • the gas stream 30 can also be a fuel-air mixture depending on whether you have the gas flow in front of or behind the Fuel injector is considered where the flowing air Fuel is added.
  • Main channel throttle element 10 divides the gas stream 30 into a main duct gas stream 31 and into a sub duct gas stream 32.
  • the main duct gas stream 31 flows through the connection 15, through the collector 16 and through the individual channels 18, 18 ', 18 '', 18 '' 'in the combustion chambers 6, 6', 6 '', 6 ''' '.
  • the sub-duct gas flow 32 flows out of the main channel 8 through the Secondary duct inlet 20, then through the secondary duct guide 22, through the turbulence collector 24 and through the turbulence air feeds 26, 26 ', 26' ', 26' '' where the bypass gas flow 32 preferably directly on the inlet valve or on the Inlet valves of the combustion chambers 6, 6 ', 6' ', 6' '' is directed. Because, apart from the relatively small main duct gas stream 30 im Idling range and in the lower part-load range of the internal combustion engine 2, the sub-channel gas flow 32 essential is smaller than the main duct gas flow 31, the arrow 32 shown thinner than arrow 31.
  • the main duct throttle element 10 shown symbolically comprises preferably a throttle body 34 with a Throttle valve shaft 38 and a throttle valve 40.
  • Der Throttle body 34 has a tubular wall 36 and on the inside of the wall 36 a throttle valve channel 34c.
  • Throttle valve shaft 38 is in the wall 36 of the throttle valve assembly 34 rotatably mounted.
  • the throttle valve 40 is with a symbolic, mechanical and / or electrically operating actuator 42 adjustable.
  • the actuator 42 includes, for example, an electric motor, with the one not shown in FIG Gearbox the throttle valve shaft 38 and that on the throttle valve shaft 38 attached throttle valve 40 can be adjusted can.
  • the actuator 42 can also, for example, in Form of an accelerator pedal with throttle shaft 38 connecting Bowden cable be formed.
  • the actuator 42 can the throttle valve 40 of the Adjust main duct throttle device 10 so that the free Cross section for the main channel gas stream 31 completely or is almost completely closed.
  • the throttle valve 40 but can also be adjusted so that the air or Fuel-air mixture largely unthrottled by the Throttle valve duct 34c of the throttle valve connector 34 in the Collector 16 can flow.
  • By adjusting the throttle valve 40 can the main channel gas flow flowing through the main channel 8 31 can be controlled.
  • a sub-channel control member 44 is on the throttle body 34 flanged or in the throttle valve connector 34 integrated.
  • the symbolically shown in Figure 1 Auxiliary channel control element 44 has a symbol by an arrow illustrated, adjustable valve member 46.
  • the actuator 42 is used to adjust the throttle valve 40 of the Main channel throttle device 10. Via a coupling device 50 the actuator 42 can also the adjustable valve member 46 adjust the secondary channel control member 44. With the adjustment of the valve member 46 of the sub-channel control member 44 can the secondary channel gas flow flowing through the secondary channel 12 32 can be controlled.
  • upstream is in front of the throttle valve connector 34 usually an air filter, not shown in the drawing, with which the gas stream flowing to the internal combustion engine 2 30 is filtered. So that no unfiltered air for Internal combustion engine 2 can get or for the secondary channel 12 an additional air filter is not required , it is proposed that the secondary channel 12 be downstream behind the air filter on the channel inlet side 14 from the To branch off main channel 8. So that the throttle valve 40 does not additionally throttles the secondary duct gas flow 32, it is proposed the sub-channel inlet 20 upstream of the Throttle valve 40 is provided so that the secondary passage 12 upstream in front of the throttle valve 40 from the main duct 8 branches. To achieve the most favorable design possible it is proposed that the secondary channel 12 be short upstream in front of the throttle valve 40 or in the area of the throttle valve 40 branches off from the throttle valve connector 34.
  • FIGS. 2 and 3 show, on a different scale, a modified, particularly advantageous, preferably selected exemplary embodiment, for the sake of better clarity essentially only the area of the throttle valve connector 34 is shown here.
  • the sectional plane shown in Figure 2 is indicated in Figure 3 with II - II.
  • Various areas are shown in section in FIG. 3, the sectional plane and viewing direction of which are indicated in FIG. 2 by III-III.
  • the throttle valve shaft 38 extends across the throttle valve channel 34c (Fig. 3) and is using a first Bearing 51 and with the help of a second bearing 52 in the Wall 36 of the throttle valve body 34 is pivotally mounted.
  • the actuator 42 (Fig. 3) is preferably essentially from a fixed in the throttle valve connector 34 Electric motor.
  • the electric motor drives an idler gear 54.
  • the intermediate gear 54 meshes with a drive gear 56, wherein the driving wheel 56 on the side of the first bearing 51 with the throttle valve shaft 38 is connected.
  • On the side of the second bearing 52 is on the throttle valve shaft 38
  • Lever 58 integrally formed.
  • the lever 58 can be the valve member 46 adjust the secondary channel control member 44.
  • the sub-channel controller 44 to the movement of the throttle valve 40 or coupling to the actuating movement of the actuator 42 Coupling device 50, the intermediate wheel 54, the driving wheel 56, the throttle valve shaft 38, the lever 58 and the valve member 46.
  • the secondary duct control member 44 has one with the throttle body 34 connected housing 44a.
  • the housing 44a is on the throttle body 34a is screwed or is preferably together with the throttle valve body 34 in one piece cast from metal or plastic.
  • In the housing 44a there there is a bearing 44b and a bearing 44c in which the valve member 46 is mounted for longitudinal displacement.
  • A is on the housing 44a Valve seat 44d provided.
  • the valve member 46 includes one Guide rod 46a, a closing body 46b and one Stop 46c.
  • the guide rod 46a is over the bearings 44b, 44c stored in the housing 44a.
  • valve member 46 Depending on the position of the valve member 46, the closing body is located 46b on the valve seat 44d or has lifted off the valve seat 44d, the actuator 42 via the coupling device 50 determines the position of the valve member 46, if not the stop 46c the end of movement of the valve member 46 certainly.
  • a valve spring supported on the housing 44a 60 acts on the valve member 46 with the desire to Lift the closing body 46b from the valve seat 44d until the Stop 46c comes to bear on the housing 44a.
  • the valve spring 60 couples the valve member 46 to the movement of the Throttle valve 40 until the stop 46c abuts Housing 44a.
  • One on the wall 36 of the throttle valve connector 34 supporting return spring 62 acts via the drive wheel 56, via the throttle valve shaft 38 to the throttle valve 40 endeavor to close the throttle valve 40 actuate.
  • the closing direction corresponds when viewed of Figure 2, a rotation of the throttle valve shaft 38 in Clockwise. If the electric motor of the actuator 42 is not energized, that is, when the actuator is not working 42, the valve spring 60 has the valve member 46 so actuated far in the opening direction until the stop 46c on Housing 44a comes to rest, and the return spring 62 has the throttle valve 40 is actuated so far in the closing direction, until the lever 58 on the guide rod 46a of the valve member 46 has come to the plant.
  • valve member 46 of the sub-channel control member 44 and the throttle valve 40 of the Main channel throttle member 10 designated.
  • the force of the valve spring 60 is on the force or on the torque of the return spring 62 adjusted so that when not working Actuator 42, valve member 46 and throttle valve 40 held securely in the rest position.
  • Figure 2 shows the valve member 46 and the throttle valve shaft 38 with the lever 58 and the throttle valve 40 in the rest position. In the rest position of the valve member 46 and the throttle valve 40 can be from the gas stream 30 (Fig. 2) at the sub-channel inlet 20 branch the branch duct gas stream 32 and through the secondary duct guide 22 flow to the internal combustion engine 2.
  • the force or the torque of the return spring 62 is so sufficiently dimensioned that the throttle valve 40 at not working actuator 42 overcoming occurring Frictional forces and on the throttle valve 40 acting flow forces adjusted to the rest position becomes.
  • the force or torque of the valve spring 60 is dimensioned so that if the actuator 62 fails Valve spring 60, the valve member 46 together with the throttle valve 40 overcoming friction and Flow forces and overcoming by the return spring 62 evoked, opposing force or the opposite direction caused by the return spring 62 Torque up to that of the stop 46c certain rest position.
  • valve member 46 With the help of the actuator 42 can, however, starting from the rest position, the throttle valve 40 together with the valve member 46 further adjusted in the closing direction until the valve member 46 abuts the housing 44a. And the actuator 42 can, starting from the rest position, adjust the throttle valve 40 in the opening direction, whereby the lever 58 lifts off the valve member 46.
  • the valve spring 60 holds the valve member 46 in the over the stop 46c determined rest position, the actuator 42 this Can overcome position in the closing direction, the Valve member 46 yields resiliently. Viewed in this way, it forms Valve member 46 a resilient, resilient Stop for the throttle valve 40 of the main channel throttle element 10th
  • the throttle valve channel 34c not straight linear cylindrical, but in the area of the throttle valve 40 dome-shaped designed.
  • the throttle valve channel 34c has in the area of the Throttle valve 40 has a spherical cap 64 (FIG. 2).
  • the calotte 64 is shaped so that when the throttle valve 40 in the rest position is through the main channel 8 of the main channel gas flow 31 flows with the desired size.
  • the Dome 64 can be shaped so that in the rest position of the Auxiliary duct gas flow 32 is greater than the main duct gas flow 31. In an extreme case, the main duct gas stream 31 is in the rest position Zero or near zero.
  • the throttle valve 40 in the opening direction adjust what is shown in the figure 2 Direction of rotation of the throttle valve 40 against clockwise means.
  • the lever 58 lifts from it Valve member 46 off, and the valve member 46 remains in the over the stop 46c definable rest position in which the Secondary channel guide 22 is open.
  • the actuator 42 can pivot the throttle valve 40 until the main duct 8 is fully open.
  • the actuator 42 (FIG. 3) can control the throttle valve shaft 38 also turn clockwise.
  • the actuator adjusts 42 via the one belonging to the coupling device 50 Throttle valve shaft 38 and the lever 58, the valve member 46 against the valve seat 44d until the secondary duct guide 22 is completely closed.
  • a bore forming a residual cross section 22a is provided be.
  • the remaining cross section 22a ensures that a Flow the minimum amount of gas through the secondary duct 22 can.
  • the closing body 46b rests on the valve seat 44d, then are the valve member 46 of the sub-channel control member 44 and the throttle valve 40 of the main channel throttle element 10 in a position that is subsequently called the closed position referred to as.
  • the valve member 46 is for the Throttle valve 40 which determines the closed position Stop formed so that for the throttle valve 40 no Another stop determining the closing position is provided must become.
  • The is in the closed position Throttle valve 40, for example, transversely to the throttle valve channel 34c, and the main channel 8 is complete or almost complete closed.
  • the rest position in which the secondary channel 12 and possibly also the main channel 8 are more or less open, can be set so that the gas stream 30 in total is so large that an emergency operation of the internal combustion engine 2 is possible.
  • Emergency operation can be selected in this way, for example be that the vehicle is still moved to a workshop can be.
  • the throttle valve 40 in the rest position, which is set can be that between the throttle valve 40 and there is a sufficient gap in the throttle valve duct 34c is so that the throttle valve 40 freezes Throttle valve channel 34c need not be feared.
  • a gas-tight bellows 66 (FIG. 2) is provided, and a bore extends through the closing body 46b 46d.
  • the diameter of the bellows 66 corresponds approximately the diameter of the valve seat 44d.
  • the bellows 66 and the bore 46d are provided for the purpose of pressure equalization especially when closed or almost closed Secondary channel 12 on both sides of the closing body 46b essentially there is the same pressure. This allows the Closing the auxiliary duct control member 44 from the actuator 42 (Fig. 3) applied actuating force significantly reduced will.
  • a thread 46e is provided on the guide rod 46a, on which the closing body 46b is screwed.
  • a key surface 46f Of the Closing body 46b is, for example, by means of the bellows 66 or with another rotation lock, not shown secured against twisting.
  • the key surface 46f moves the guide rod 46a in the longitudinal direction with respect to the closing body 46b and the Locking body 46b provided stop 46c, so that the guide rod 46a opposite the closing body 46b in Longitudinal direction can be adjusted.
  • the key surface 46f can thus easily Throttle valve 40 adjusted relative to the valve member 46 will. In particular, the rest position for the Throttle valve 40 can be adjusted precisely.
  • the choice of the effective radial Distance between the axis of rotation of the throttle valve shaft 38 and the point of attack of the valve member 46 on the lever 58 and by choosing the diameter of the valve seat 44d constructively the ratio between the opening degree of the Secondary channel 12 to the degree of opening of the main channel 8 set will.
  • this ratio can also be determined later Borders are changed.
  • Opening 44f can also be assembled Subsequent gas routing system on key surface 46f to be turned around.
  • the opening 44f in the housing 44a is through a sealing plug, not shown, can be closed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Exhaust Gas After Treatment (AREA)
EP98101134A 1997-04-08 1998-01-23 Installation de conduite de gaz pour un moteur à combustion Withdrawn EP0870920A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19714436A DE19714436A1 (de) 1997-04-08 1997-04-08 Gasführungsanlage einer Brennkraftmaschine
DE19714436 1997-04-08

Publications (2)

Publication Number Publication Date
EP0870920A2 true EP0870920A2 (fr) 1998-10-14
EP0870920A3 EP0870920A3 (fr) 1999-06-09

Family

ID=7825770

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98101134A Withdrawn EP0870920A3 (fr) 1997-04-08 1998-01-23 Installation de conduite de gaz pour un moteur à combustion

Country Status (4)

Country Link
US (1) US5992400A (fr)
EP (1) EP0870920A3 (fr)
JP (1) JPH10299625A (fr)
DE (1) DE19714436A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6067973A (en) * 1998-09-11 2000-05-30 Caterpillar, Inc. Method and system for late cycle oxygen injection in an internal combustion engine
DE102008014609A1 (de) * 2008-03-17 2009-09-24 Continental Automotive Gmbh Aktuator für Schaltelement einer Verbrennungskraftmaschine
US20100301241A1 (en) * 2009-05-27 2010-12-02 Honeywell International Inc. Valve assembly with dummy electrical connector port
JP5590075B2 (ja) * 2012-06-29 2014-09-17 株式会社デンソー エンジン渦流発生装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2167127A (en) * 1984-11-20 1986-05-21 Pierburg Gmbh & Co Kg Mixture-forming device for multicylinder internal combustion engines
DE3901264A1 (de) * 1988-02-18 1989-08-31 Audi Ag Zweiflutiges drosselklappenteil
US5063899A (en) * 1989-12-06 1991-11-12 Mazda Motor Corporation Intake system for multi-cylinder internal combustion engine
DE4202406C1 (en) * 1992-01-29 1993-03-18 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De IC engine air intake control with two intake ducts - has each duct with throttle flap, one for medium and top load, and second for idling
EP0664384A1 (fr) * 1993-07-09 1995-07-26 Hitachi, Ltd. Dispositif de commande et dispositif de brassage pour un moteur a combustion interne

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4304211A (en) * 1976-11-26 1981-12-08 Yamaha Hatsukoki Kabushiki Kaisha Control of fuel injection type induction system
JPS5950850B2 (ja) * 1976-12-27 1984-12-11 日産自動車株式会社 内燃機関の吸気装置
JPS5591759A (en) * 1978-12-28 1980-07-11 Nissan Motor Co Ltd Intake device for internal combustion engine
JPS5996363U (ja) * 1982-12-20 1984-06-29 トヨタ自動車株式会社 燃料噴射式エンジンのスロツトルボデイ構造
DE3608522A1 (de) * 1986-03-14 1987-09-17 Bosch Gmbh Robert Verfahren zum steuern einer kraftstoffeinspritzanlage und kraftstoffeinspritzanlage
JPH06200857A (ja) * 1993-01-08 1994-07-19 Fuji Heavy Ind Ltd 高圧噴射式エンジンの燃料圧力制御方法

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2167127A (en) * 1984-11-20 1986-05-21 Pierburg Gmbh & Co Kg Mixture-forming device for multicylinder internal combustion engines
DE3901264A1 (de) * 1988-02-18 1989-08-31 Audi Ag Zweiflutiges drosselklappenteil
US5063899A (en) * 1989-12-06 1991-11-12 Mazda Motor Corporation Intake system for multi-cylinder internal combustion engine
DE4202406C1 (en) * 1992-01-29 1993-03-18 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De IC engine air intake control with two intake ducts - has each duct with throttle flap, one for medium and top load, and second for idling
EP0664384A1 (fr) * 1993-07-09 1995-07-26 Hitachi, Ltd. Dispositif de commande et dispositif de brassage pour un moteur a combustion interne

Also Published As

Publication number Publication date
DE19714436A1 (de) 1998-10-15
EP0870920A3 (fr) 1999-06-09
US5992400A (en) 1999-11-30
JPH10299625A (ja) 1998-11-10

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