EP1174604A2 - Brennkraftmaschine mit Selbstzündung und Brennstoffzuführeinrichtung - Google Patents

Brennkraftmaschine mit Selbstzündung und Brennstoffzuführeinrichtung Download PDF

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Publication number
EP1174604A2
EP1174604A2 EP01117479A EP01117479A EP1174604A2 EP 1174604 A2 EP1174604 A2 EP 1174604A2 EP 01117479 A EP01117479 A EP 01117479A EP 01117479 A EP01117479 A EP 01117479A EP 1174604 A2 EP1174604 A2 EP 1174604A2
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EP
European Patent Office
Prior art keywords
fuel
air
mixture
combustion chamber
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.)
Granted
Application number
EP01117479A
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English (en)
French (fr)
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EP1174604B1 (de
EP1174604A3 (de
Inventor
Akihiro Sakakida
Masaaki Kubo
Yasuyuki Itou
Akihiro Iiyama
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.)
Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of EP1174604A2 publication Critical patent/EP1174604A2/de
Publication of EP1174604A3 publication Critical patent/EP1174604A3/de
Application granted granted Critical
Publication of EP1174604B1 publication Critical patent/EP1174604B1/de
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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts

Definitions

  • This invention relates to improvements in a compression self-ignition internal combustion engine configured to accomplish combustion of air-fuel mixture in a combustion chamber upon self-ignition under compression by a piston, and to a fuel supply device for supplying fuel into the combustion chamber of the engine.
  • a compression self-ignition internal combustion engine has been proposed as disclosed in Japanese Patent Provisional Publication No. 7-332141, in which combustion upon self-ignition is made under compression of a piston thereby achieving lean burn and low exhaust emission.
  • ignition timing is affected by difference in fuel amount to be supplied to the combustion chamber, i.e., difference in air-fuel ratio. Therefore, a range in which optimum ignition timing can be obtained is narrow, so that preignition and/or misfire will occur outside the range.
  • a compression self-ignition internal combustion engine is proposed to control the ignition timing in order to prevent preignition and/or misfire, as disclosed in Japanese Patent Provisional Publication No. 10-196424.
  • a control piston is movably disposed at an upper part of a combustion chamber.
  • This control piston additionally compresses compressed air-fuel mixture in the combustion chamber in the vicinity of top dead center of a piston in a cylinder. Accordingly, the temperature of the air-fuel mixture can be transiently raised thereby making self-ignition of the air-fuel mixture.
  • Such transient rising of the temperature of the air-fuel mixture may be accomplished by injecting liquid fuel for ignition purpose into air-fuel mixture so as to accomplish effective combustion in the combustion chamber, other than the above method using the control piston.
  • Another object of the present invention is to provide an improved compression self-ignition internal combustion engine in which a timing of self-ignition can be easily controlled while requiring no large-sized driving device for an auxiliary device such as a control piston.
  • a further object of the present invention is to provide an improved fuel supply device for a compression self-ignition internal combustion engine, which can supply a mixture charge containing fuel whose at least a part is vaporized, into a combustion chamber so as to suppress a temperature lowering in the combustion chamber.
  • An aspect of the present invention resides in a compression self-ignition internal combustion engine comprising a piston defining a combustion chamber in which a high temperature air-fuel mixture field is formed.
  • the air-fuel mixture field has a fuel concentration which causes no self-ignition within the combustion chamber.
  • a device is provided for supplying to the air-fuel mixture field a mixture charge which has a fuel concentration higher than that in the air-fuel mixture field and contains fuel and a fluid containing air, at least a part of the fuel being vaporized. In the engine, combustion of air-fuel mixture in the combustion chamber is made upon self-ignition under compression of the piston.
  • a compression self-ignition internal combustion engine comprising a piston defining a combustion chamber in which a high temperature air-fuel mixture field is formed.
  • the air-fuel mixture field has a fuel concentration which causes no self-ignition within the combustion chamber.
  • a passage through which a fluid containing air is supplied from the combustion chamber is provided.
  • a fuel injector for injecting fuel is provided.
  • a mixture charge injector is provided having a mixture charge chamber connected to the passage and the fuel injector so as to be supplied with the fluid and the fuel to form a mixture charge which has a fuel concentration higher than that in the air-fuel mixture field, at least a part of the fuel being vaporized in the mixture charge.
  • the mixture charge chamber is communicable with the combustion chamber of the engine so that the mixture charge is injected to the air-fuel mixture field in the combustion chamber of the engine.
  • a further aspect of the present invention resides in a fuel supply device for a compression self-ignition internal combustion engine.
  • the fuel supply device comprises a section defining a mixture charge chamber.
  • a section is provided for introducing a fluid containing air from a combustion chamber of the engine in compression stroke of a cylinder of the engine into the mixture charge chamber.
  • a section is provided for introducing fuel into the fluid within the mixture charge chamber so as to prepare a mixture charge.
  • a section is provided for supplying the mixture charge to a high temperature air-fuel mixture field within the combustion chamber, the air-fuel mixture field having a fuel concentration which causes no self-ignition in the combustion chamber.
  • a further aspect of the present invention resides in a method of operating a compression self-ignition internal combustion engine.
  • the method comprises (a) forming a high temperature air-fuel mixture field in a combustion chamber of the engine, the air-fuel mixture field having a fuel concentration which causes no self-ignition within the combustion chamber; and (b) supplying to the air-fuel mixture field a mixture charge which has a fuel concentration higher than that in the air-fuel mixture field and contains fuel and a fluid containing air, at least a part of the fuel being vaporized.
  • combustion of air-fuel mixture in the combustion chamber is made upon self-ignition under compression of a piston defining the combustion chamber.
  • the engine E comprises an engine main body B which includes a plurality of engine cylinders 1. Piston 3 is disposed movable in a reciprocating manner in each cylinder 1 so as to define combustion chamber 5.
  • the engine main body is provided with intake air passageway 7 and exhaust gas passageway 9 which are respectively communicable with the combustion chamber through intake and exhaust valves 11, 13. Intake air is supplied through the intake air passageway into the combustion chamber, while exhaust gas is discharged from the combustion chamber through the exhaust gas passageway.
  • Mixture charge injector 17 serving as a fuel supply device is disposed for each combustion chamber 5 in such a manner that its tip end section projects at the central and upper portion of the combustion chamber.
  • the mixture charge injector injects a mixture charge which is prepared by mixing air or air-fuel mixture introduced from the combustion chamber and fuel injected from fuel injector 15.
  • Fuel injector 15 is supplied with fuel from fuel tank 19 through pressure regulator 23 under the action of fuel pump 21.
  • the mixture charge to be injected from the mixture charge injector has a fuel concentration which is higher than that in an air-fuel mixture field formed in the combustion chamber. Additionally, at least a part of fuel in the mixture charge is vaporized. At the fuel concentration of the air-fuel mixture field, no self-ignition occurs though the air-fuel mixture is high in temperature.
  • Electronic control unit (ECU) 27 is provided to control an injection amount and an injection timing of fuel to be injected from fuel injector 15 and of the mixture charge to be injected from mixture charge injector 17.
  • the injection amount is an amount of the fuel or the charge mixture to be injected.
  • the injection timing is a timing at which the fuel or the mixture charge is injected.
  • Sensors are provided to detect an intake vacuum Bint of engine, an intake air temperature Tint, an engine speed Ne, an engine coolant temperature Tw and a throttle (valve) opening degree (or a required engine load) Tvo.
  • the intake vacuum is a Vacuum generated at an intake system of the engine.
  • the intake air temperature is a temperature of intake air to be introduced into the combustion chamber.
  • the engine speed is of the engine.
  • the engine coolant temperature is a temperature of coolant in the engine.
  • the engine coolant temperature may be replaced with an engine lubricating oil temperature or a transmission oil (fluid) temperature.
  • the throttle opening degree is an opening degree of a throttle valve (not shown) in the intake system and corresponds to an engine load to be required.
  • Fuel injected from fuel injector 15 is introduced to mixture charge injector 15 in such manners as shown in Figs. 2A and 2B.
  • the tip end section of fuel injector 15 is directly installed to the mixture charge injector so that fuel is directly injected from the fuel injector into mixture charge chamber 29 of the mixture charge injector.
  • fuel injector 15 is connected through fuel passage 31 with mixture charge chamber 29.
  • Check valve 33 for preventing a reverse flow of fuel is disposed at the tip end section of the fuel passage 31 which tip end section is connected to the mixture charge chamber.
  • fuel injector 15 is disposed separate from mixture charge injector 17, which is effective in case that a space for installing the mixture charge injector 17 is narrow.
  • Fuel injector 17 is arranged as shown in Fig. 3.
  • the fuel injector includes a generally cylindrical body 35 which is formed thereinside with mixture charge chamber 29.
  • Pressure increasing piston 37 is disposed movable in a reciprocating manner inside mixture charge chamber 29 in order to increase the pressure within mixture charge chamber 29.
  • Air chamber 39 is located above the mixture chamber 29 so as to be contiguous with mixture charge chamber 29. The air chamber is larger in diameter than the mixture chamber.
  • Air chamber 39 is connected through air introduction passage 41 to combustion chamber 5 of the engine so that air or air-fuel mixture from the combustion chamber is introduced into the air chamber.
  • Check valve 43 is disposed in air introduction passage 41.
  • Check valve 43 includes a ball 47 which is biased leftward in the drawing by spring 45 so as to normally maintain the check valve at a closed state.
  • Air chamber 39 is connected through a communication passage 49 with mixture charge chamber 29.
  • Check valve 51 is disposed in communication passage 49 so as to prevent a reverse flow of air or air-fuel mixture in a direction of from mixture charge chamber 29 to air chamber 39.
  • Mixture charge chamber 29 is communicable with or openable to combustion chamber 5 of the engine through injection hole 53.
  • the injection hole is closable or openable by an injection valve member M.
  • the injection valve member M includes a valve head section 55 which is contactable with a generally frustoconical wall (no numeral) defining injection hole 53 so as to close or open the injection hole.
  • the valve head section is connected though a valve shaft 57 with armature 59 located in mixture charge chamber 29.
  • Spring 61 is interposed between the armature 59 and an annular flat portion (no numeral) formed inside body 35 which flat portion is located above injection hole 53. Accordingly, injection valve member M is normally biased upward under the biasing force of spring 61 so as to close injection hole 53.
  • Solenoid 63 is embedded in a wall of the body 35 and located around armature 59. The armature is arranged to be moved downward or upward under current supply control accomplished by electronic control unit 27, so that injection hole 53 is controlled to be opened or closed.
  • Flange or disc section 65 is integrally formed at the top portion of pressure increasing piston 37 and contactable with an annular flat portion (no numeral) formed between mixture charge chamber 29 and air chamber 39.
  • Rod 67 is integrally connected to disc section 65 and extends upward and out of air chamber 39.
  • the rod is provided at its upper end with spring retainer 69.
  • Spring 73 is interposed between spring retainer 69 and annular rod guide 71 formed integrally inside the body 35 in order to bias piston 37 upward.
  • Suitable sealing member is disposed at the inner periphery of rod guide 71 defining rod insertion hole 71a thereby securing sealing between the inner periphery of the rod guide and the outer periphery of the rod, though not shown.
  • Spring retainer 69 is covered with cup-shaped tappet 75 on which cam 77 for driving pressure increasing piston 37 is rotatably disposed in contact with the tappet 75.
  • valve head section 55 of the injection valve member opens the injection hole so that the mixture charge increased in pressure within mixture charge chamber 29 is injected into combustion chamber 5.
  • check valve 43 is closed; and check valve 51 is closed.
  • Fig. 5 which includes a control manner (a) and another control manner (b).
  • injection of the mixture charge is carried out once in each engine cycle for each engine cylinder so as to inject the whole amount of the mixture charge contained in mixture charge chamber 29.
  • injection of the mixture charge is carried out twice in each engine cycle for each engine cylinder so as to inject two portions of the mixture charge separately upon dividing the mixture charge within the mixture charge chamber into the two portions.
  • timings of introduction of air or air-fuel mixture into air chamber 39 is indicated at an upper column, while timings of introduction of air or air-fuel mixture into mixture charge chamber 29, timings of the mixture charge from mixture charge injector 17, timings of injection (introduction) of fuel from fuel injector 15 into mixture charge chamber 29, and the like timings are indicated at a lower column.
  • mixture charge chamber 29 is increased under descending of pressure increasing piston 37, in parallel with proceeding of compression stroke of the engine cycle. Thereafter, the mixture charge within mixture charge chamber 29 is injected into combustion chamber 5 of the engine.
  • the mixture charge increased in pressure is injected into combustion chamber 5 during the next engine cycle, and therefore vaporization of fuel is accomplished in a time duration before injection of the mixture charge into the combustion chamber. This prolongs the time required for vaporization of fuel, thereby effectively promoting vaporization of fuel.
  • air or air-fuel mixture is injected or introduced into air chamber 39 at a timing other than the latter half period of compression stroke, air or air-fuel mixture is low in temperature and pressure as it is so as to be insufficient to vaporize fuel, and therefore air or air-fuel mixture may be pressurized and heated.
  • Fig. 6 depicts an idea exhibiting advantageous effects of the present invention, in which the mixture charge is injected to the air-fuel mixture field A formed within combustion chamber 5 which air-fuel mixture field is high in temperature and has such a fuel concentration as not to occur self-ignition.
  • the mixture charge to be injected from the mixture charge injector has a fuel concentration which is higher than that in the air-fuel mixture field A formed in the combustion chamber. Additionally, at least a part of fuel in the mixture charge is vaporized.
  • the air-fuel mixture field A is formed in the combustion chamber by supplying fuel into combustion chamber 5 from a fuel injector (not shown).
  • the mixture charge B containing fuel whose at least a part is vaporized By supplying to the air-fuel mixture field A the mixture charge B containing fuel whose at least a part is vaporized, the fuel concentration in the air-fuel mixture field A is raised while suppressing temperature-lowering owing to vaporization latent heat of fuel. This puts the air-fuel mixture field A into such a condition P as to initiate self-ignition. Therefore, a timing at which self-ignition occurs can be controlled by suitably controlling the injection timing of the mixture charge B.
  • liquid fuel C for ignition is supplied into combustion chamber 5 as in a conventional technique, the fuel concentration in the air-fuel mixture becomes generally the same as that in the above condition P, as indicated as a condition Q; however, the temperature of the air-fuel mixture cannot be raised under the influence of the vaporization latent heat of the ignition fuel C so as not to occur self-ignition.
  • the mixture charge including air or air-fuel mixture and fuel whose part is vaporized is injected into combustion chamber 5 of the engine by mixture charge injector 17. This makes unnecessary using a large-sized driving device for driving a control piston at high speeds as in a conventional technique.
  • control manner of electronic control unit 27 will be discussed on the case where the mixture charge is divided into the two portions which are separately injected respectively at two times as shown in the control manner (b) in Fig. 5, with reference to a flowchart of Fig. 7.
  • electronic control unit 27 receives input of the intake vacuum Bint, the intake air temperature Tint, the engine coolant temperature Tw, the engine speed Ne, and the required engine load (throttle opening degree) Tov which are detected respectively by the corresponding sensors, at step S1.
  • a bottom dead center pressure P1 and a bottom dead center temperature T1 within combustion chamber 5 are read from a map stored in a memory in the electronic control unit, in accordance with the intake vacuum Bint, the intake air temperature Tint and the engine coolant temperature Tw which have been input to the electronic control unit, at step S3.
  • the bottom dead center pressure P1 is a pressure within the combustion chamber at bottom dead center of a piston in the cylinder.
  • the bottom dead center temperature T1 is a temperature within the combustion chamber at bottom dead center of the piston in the cylinder.
  • a combustion chamber pressure (or a pressure within the combustion chamber) P and a combustion chamber temperature (or a temperature within the combustion chamber) T are respectively calculated every any crank angle from the read bottom dead center pressure P1 and the bottom dead center temperature T1, at step S5.
  • a fuel concentration K in the air-fuel mixture field causing abnormal combustion in the combustion chamber is read from a map stored in the memory, in accordance with the engine speed Ne and the combustion chamber temperature T which have been determined above, at step S7.
  • This fuel concentration K tends to become high as the combustion chamber temperature T is low and as the engine speed Ne is high.
  • the first portion is controlled in amount so as to obtain the fuel concentration of the air-fuel mixture field A not higher than the above-mentioned fuel concentration K, and injected from mixture charge injector 17, at step S11. This prevents abnormal combustion from occurring in the combustion chamber of the engine. Thereafter, in order to meet a target engine load, the remaining fuel (or the second portion) of'the mixture charge is injected from mixture charge injector 17 at a previously set timing (or the second timing), at step S13.
  • the second (injection) timing of the mixture charge corresponds to initiation of combustion in the combustion chamber, thereby controlling the ignition timing of the air-fuel mixture within the combustion chamber.
  • the above-mentioned control for the amount of the first and second portions of the mixture charge can be easily accomplished by controlling a time in which current is passed through solenoid 63 in the mixture charge injector 17.
  • the whole amount of the mixture charge in mixture charge chamber 29 is injected at one time at a previously set timing, at step 15.
  • the amount of the mixture charge injected at the first time and the number of injections for the mixture charge are decided in accordance with the engine operating conditions such as the combustion chamber temperature, the engine speed and the required engine load. This can prevent abnormal combustion in the combustion chamber and can control the timing of initiation of combustion throughout a wide engine operating range extending from a low engine load condition to a high engine load condition, thereby enlarging a range in which compression self-ignition engine operation is made.
  • the present invention at least a part of the fuel contained in the mixture chamber to be supplied to the air-fuel mixture field within the combustion chamber is vaporized. This suppresses a temperature lowering of the air-fuel mixture within the combustion chamber due to vaporization latent heat of the fuel, thereby facilitating self-ignition of the air-fuel mixture. Additionally, the mixture charge is supplied from the mixture charge injector into the combustion chamber, and therefore no large-sized device for driving an auxiliary device such as a control piston is required.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
EP01117479A 2000-07-19 2001-07-19 Brennkraftmaschine mit Selbstzündung und Brennstoffzuführeinrichtung Expired - Lifetime EP1174604B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2000219548 2000-07-19
JP2000219548A JP3642011B2 (ja) 2000-07-19 2000-07-19 圧縮自己着火式内燃機関

Publications (3)

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EP1174604A2 true EP1174604A2 (de) 2002-01-23
EP1174604A3 EP1174604A3 (de) 2003-03-26
EP1174604B1 EP1174604B1 (de) 2008-01-02

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EP01117479A Expired - Lifetime EP1174604B1 (de) 2000-07-19 2001-07-19 Brennkraftmaschine mit Selbstzündung und Brennstoffzuführeinrichtung

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EP (1) EP1174604B1 (de)
JP (1) JP3642011B2 (de)
DE (1) DE60132137T2 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014224343A1 (de) * 2014-11-28 2016-06-02 Robert Bosch Gmbh Gasinjektor mit verbesserten thermischen Eigenschaften

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE492918C (de) * 1924-07-02 1930-02-27 Adolf Wilhelm Kraemling Dr Ing Brennstoffeinspritzvorrichtung fuer Brennkraft-, insbesondere Dieselmaschinen
US2103595A (en) * 1936-10-13 1937-12-28 Nelson Alfred William Internal combustion engine
DE1148808B (de) * 1959-11-10 1963-05-16 Linde Eismasch Ag Mit Selbstzueundung arbeitende Brennkraft-maschine
US4401072A (en) * 1979-03-12 1983-08-30 Toyota Jidosha Kabushiki Kaisha Combustion chamber of a compression-ignition type internal combustion engine
DE3802669A1 (de) * 1988-01-29 1989-08-03 Abdel Halim Dr Ing Saleh Ein verfahren zur zweiphasigen einspritzung und anschliessenden geschlossenen verdampfung von dieselkraftstoffen vor der zufuhr zur verbrennung in diesel-verbrennungsmotoren
EP0404357A2 (de) * 1989-06-21 1990-12-27 General Motors Corporation Einspritzventil
JPH05321796A (ja) * 1992-05-19 1993-12-07 Yamaha Motor Co Ltd 筒内噴射式２サイクルエンジンの空気燃料噴射装置
JPH0942116A (ja) * 1995-07-29 1997-02-10 Yasunobu Toneaki 泡状燃料発動機
JPH10184489A (ja) * 1997-06-09 1998-07-14 Hitachi America Ltd 空気支援電磁燃料噴射弁

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE492918C (de) * 1924-07-02 1930-02-27 Adolf Wilhelm Kraemling Dr Ing Brennstoffeinspritzvorrichtung fuer Brennkraft-, insbesondere Dieselmaschinen
US2103595A (en) * 1936-10-13 1937-12-28 Nelson Alfred William Internal combustion engine
DE1148808B (de) * 1959-11-10 1963-05-16 Linde Eismasch Ag Mit Selbstzueundung arbeitende Brennkraft-maschine
US4401072A (en) * 1979-03-12 1983-08-30 Toyota Jidosha Kabushiki Kaisha Combustion chamber of a compression-ignition type internal combustion engine
DE3802669A1 (de) * 1988-01-29 1989-08-03 Abdel Halim Dr Ing Saleh Ein verfahren zur zweiphasigen einspritzung und anschliessenden geschlossenen verdampfung von dieselkraftstoffen vor der zufuhr zur verbrennung in diesel-verbrennungsmotoren
EP0404357A2 (de) * 1989-06-21 1990-12-27 General Motors Corporation Einspritzventil
JPH05321796A (ja) * 1992-05-19 1993-12-07 Yamaha Motor Co Ltd 筒内噴射式２サイクルエンジンの空気燃料噴射装置
JPH0942116A (ja) * 1995-07-29 1997-02-10 Yasunobu Toneaki 泡状燃料発動機
JPH10184489A (ja) * 1997-06-09 1998-07-14 Hitachi America Ltd 空気支援電磁燃料噴射弁

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 018, no. 143 (M-1574), 9 March 1994 (1994-03-09) & JP 05 321796 A (YAMAHA MOTOR CO LTD), 7 December 1993 (1993-12-07) *
PATENT ABSTRACTS OF JAPAN vol. 1998, no. 12, 31 October 1998 (1998-10-31) & JP 10 184489 A (HITACHI AMERICA LTD), 14 July 1998 (1998-07-14) *

Also Published As

Publication number Publication date
JP3642011B2 (ja) 2005-04-27
JP2002030935A (ja) 2002-01-31
DE60132137D1 (de) 2008-02-14
EP1174604B1 (de) 2008-01-02
EP1174604A3 (de) 2003-03-26
DE60132137T2 (de) 2008-05-15

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