GB2112117A - A hydrodynamic torque converter with a hydrodynamic lockup clutch - Google Patents
A hydrodynamic torque converter with a hydrodynamic lockup clutch Download PDFInfo
- Publication number
- GB2112117A GB2112117A GB08236260A GB8236260A GB2112117A GB 2112117 A GB2112117 A GB 2112117A GB 08236260 A GB08236260 A GB 08236260A GB 8236260 A GB8236260 A GB 8236260A GB 2112117 A GB2112117 A GB 2112117A
- Authority
- GB
- United Kingdom
- Prior art keywords
- clutch
- shell
- casing
- rotor
- torque converter
- 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- Withdrawn
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D47/00—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings
- F16D47/06—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings of which at least one is a clutch with a fluid or a semifluid as power-transmitting means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H41/00—Rotary fluid gearing of the hydrokinetic type
- F16H41/04—Combined pump-turbine units
- F16H41/22—Gearing systems consisting of a plurality of hydrokinetic units operating alternatively, e.g. made effective or ineffective by filling or emptying or by mechanical clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
- F16H2045/0273—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type characterised by the type of the friction surface of the lock-up clutch
- F16H2045/0284—Multiple disk type lock-up clutch
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Fluid Gearings (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
A hydrodynamic torque converter functions by means of a converter output-rotor (6), this output-rotor being installed inside a casing-shell (3, 43) which is connected in a rotationally fast manner to a converter input-rotor (8) and which can be driven by a propulsion engine, it being possible to connect the converter output-rotor (6) to the casing-shell via a hydrodynamic lockup clutch (27), the clutch-halves, impellers (1, 5), thereof being installed with an annular clutch-space (28) which is located inside the casing-shell, beside the converter output-rotor, and having an outside diameter approximately equal to that of the converter output-rotor (6). A ring-shaped actuating piston (21) is installed, in the casing-shell, concentrically with respect to the clutch-space (28), and interacts with the lockup clutch (27) to engage and disengage the drive. This avoids the disadvantage, when lockup is effected mechanically, of having to damp vibrations which are introduced from the engine, or from the output-drive. <IMAGE>
Description
SPECIFICATION Hydrodynamic torque converter with a lockup clutch
The invention relates to a torque converter with a converter output-rotor, this output-rotor being installed inside a casing-shell which is connected to a converter input-rotor for rotation therewith, and which can be driven by a propulsion engine, the converter output-rotor being connectable to the casing-shell via a lockup clutch, the clutchhalves thereof being installed within an annular clutch-space which is located inside the casingshell, adjacent to the converter output-rotor, and having an outside diameter approximately equal to that of the converter output-rotor, and with a ringshaped actuating piston which is installed in the casing-shell concentrically with respect to the clutch-space, and which interacts with the lockup clutch for engaging and disengaging the drive.
Due to its large radial dimensions, the lockup clutch of a torque converter of the above mentioned type is distinguished by a high power-transmission capability.
In a known torque converter, conforming to this generic type, a mechanical friction clutch is used as the lockup clutch (U.S. Patent Specification 4,240,532), one clutch-half of this friction clutch being designed integrally with the actuating piston and being connected to the converter outputrotor, in a torsionally flexible manner, by means of a torsional vibration damper. Experience has shown that it is frequently impossible to use a mechanical lockup device of the above type, in those cases in which intense -- especially high frequency -- vibrations are introduced into the torque transmission line, either from the engine or from the output drive.This unfavourable experience results, in particular, from the fact that a torsional vibration damper, functioning by means of mechanical springs, provides sufficient damping only in a narrowly restricted range of rotation speeds.
A double clutch, of the hydrodynamic type, is known from Austrian Patent Specification 2,695,573, this clutch comprising a single clutch with a large outer torus and a single clutch with a small outer torus. In this double clutch, the two input-rotors are rigidly connected together, as are the two output-rotors. At least one of these impellers, which all have the same outer diameter, possesses so-called variable blade-cells, which are enclosed by the blades. The object of configuring the clutch in this manner is to obtain a constant transmission capability as the slip varies.
A hydrodynamic torque converter is known from German Offenlegungsschrift 2,614,482, in which a hydrodynamic clutch is located within the core-space of the inner torus, in which space there are no blades. One of the clutch-impellers is rigidly connected to the converter stator, while the other clutch-impeller is rigidly connected to one of the two other converter impellers. The object of this converter/clutch arrangement is to obtain a high starting conversion, accompanied by a good efficiency in the clutch range.
The object underlying the invention amounts essentially to achieving, in a torque converter of the kind referred to above, good vibrationdamping over the entire range of rotation-speeds, and to minimise the power-losses which occur in the clutch-range as a result of slip.
According to the invention, there is provided a hydrodynamic torque converter with a converter output-rotor, this output-rotor being installed inside a casing-shell which is connected to a converter input-rotor for rotation therein and which can be driven by a propulsion engine, the converter output-rotor being connectable to the casing-shell via a lockup clutch, the clutch-halves thereof being installed within an annular clutchspace which is located inside the casing-shell, adjacent to the converter output-rotor and having an outside diameter approximately equal to that of the converter output-rotor, and with a ring-shaped actuating piston which is installed in the casingshell concentrically with respect to the clutchspace, and which interacts with the lockup clutch in order to effect engagement and disengagement of the drive, wherein a clutch impeller of a hydrodynamic clutch is used for each of the clutch-halves, and the casing-shell is connected to one said clutch-impeller by means of a separating clutch, on which the actuating piston acts.
In the torque converter according to the invention, the use of a hydrodynamic clutch prevents the onward transmission of highfrequency vibrations, the power-transmission capability of this clutch being, as a result of its large radial dimensions, only slightly less than that of the mechanical lockup clutch.
In one embodiment of the invention, one of the casing shells is connected to one of two bearing sleeves, the associated clutch impeller being connected to the other bearing sleeve. In another embodiment of the invention the separating clutch includes a hub located within the piston and in a further embodiment of the invention the clutch includes a stack of clutch plates.
An embodiment of the invention will now be described by way of an example and with reference to the accompanying drawing, which shows an axial half-section containing the rotation-axis of the converter.
A hydrodynamic torque converter 26 comprises, in the usual manner, a converter output-rotor 6, a converter input-rotor 8, and a converter stator 10. The converter stator 10 can be connected, in a known rotationally fast manner, to a stationary stator shaft 13, by means of a oneway coupling 11, 14, in the rotation direction counter to that of the converter input-rotor 8. The outer shell 43 of the converter input-rotor 8 is connected in a rotationally-fast manner to a casing-shell 3 which overlaps the converter output-rotor 6. The casing-shell 3 possesses a front end-wall 45, which is provided with attachment-connections 44 and is located at an axial distance from the converter output-rotor 6, in order to leave an inner, annular clutch-space 28.
The casing-shell 3 can be connected, via its
attachment-connections 44, to the flywheel of a
crankshaft of an internal combustion engine. The
two clutch-impellers, 1 and 5, of a hydrodynamic
lockup clutch 27 are installed inside the clutch
space 28, their outside diameter 29 being
approximately equal to the outside diameter 30 of
the converter output-rotor 6. While the outer
shells, 46 and 47, are rigidly connected to one
another by means of a weld joint 48, the other
clutch-impeller 1 can be coupled to the casing
shell 3 by means of a separating clutch 31.For
this purpose, the following arrangements are made
in connection with the concentric assembly on the
rotation-axis 49-49 of the converter, starting
from the outside, in the radial direction:
The clutch-space 28, with the lockup clutch
27 - a plain bearing 32, with bearing sleeves
24 and 25 - a working cylinder 33, formed on
the inner surface of the end-wall 45, this
cylinder being stationary, and possessing an
actuating piston 21, a stack of clutch plates,
18, 19, 22, which can be engaged by the
actuating piston 21, and an abutment-plate 17,
supporting the stack of clutch plates in the axial direction -- and a clutch hub 20, which is
rigidly connected to the end-wall 45 of the
casing-shell 3.
The outer shell 37 of the clutch-impeller 1 is
both designed integrally with an outer plate 1 8 of
the stack of clutch plates, 1 8, 1 9, 22, and
connected in a rotationally fast manner, to the
radially outer bearing sleeve 25, by means of a
riveted joint 50. The radially inner bearing sleeve
24 is rigidly connected to the end-wall 45 and
possesses an inner cylindrical surface 51 for the
working cylinder 33. The clutch hub 20 is provided
with a shoulder 34, which bears against the inner
surface of the end-wall 45 and likewise possesses
a cylindrical surface 35 for the working cylinder
33.Two inner plates 19 of the stack of clutch
plates, and the abutment-plate 17, are located on
the clutch hub 20, in a manner preventing rotation
but permitting displacement in the axial direction,
in both cases by means of corresponding splines
52 and 53. The abutment-plate 1 7 is fixed to the
clutch hub 20, in the axial direction pointing away
from the actuating piston 21, by means of a
retaining ring 1 6. The abutment-plate 1 7 and the
retaining ring 1 6 are located at that end 36 of the
clutch hub 20 which is remote from the end-wall
45. The bearing sleeve 25 is provided with axial
slots 54, in which an outer plate 22, located
between the inner plates 19, is retained in a
manner preventing rotation but permitting
displacement in the axial direction.
The clutch hub 20 is provided with a central
recess 38, as well as with a pressure-passage 39.
The pressure-passage 39 connects with the
recess 38 to the pressure-chamber 40 of the 'working cylinder 33. In addition, the end 41 of a
shaft 12 is mounted in the recess 38, at 55, in a
manner which is pressuretight but which permits
rotation. The shaft 1 2 possesses a pressure
passage 1 5, which communicates freely with the recess 38. The shaft 1 2 is connected to the hub 57 of the converter output-rotor, in a manner preventing rotation, by means of corresponding splines 56.
The actuating piston 21 is provided with a guide bore 42, into which a guide pin 23, which is fixed to the end-wall 45, engages, in a manner permitting relative displacement, in order to fix the actuating piston 21, in the directions of rotation, with respect to the casing-shell.
In the converter-range - that is to say, in the starting condition of the motor vehicle -- the power flows to the converter input-rotor 8 via the casing-shell 3. At this rotor 8, the mechanical energy from the propulsion engine is converted, by means of the input-rotor blades 9, into hydraulic energy. The working fluid, generally oil, which is caused to move, flows into the converter outputrotor 6. At this rotor 6, the hydraulic energy is reconverted, by means of the output-rotor blades 7, into mechanical energy. The converter stator 10, which is stationary during this process, ensures that torque-conversion occurs in the course of the energy-conversion.When the ratio of the speeds is large, the torque-conversion becomes one-to-one, when the converter stator 10 releases itself from the stator shaft 13, and rotates in the same direction as the converter input-rotor 8. The converter output-rotor 7 transmits its power output to the shaft 12, which is the input shaft for the transmission unit which follows. The converter-slip, that is to say, the difference between the speeds of the input-rotor 8 and output-rotor, is a function of the transmission capability of the converter, and is fixed, even at other operating points, substantially by the desired starting data.In order to increase the transmission capability, and thereby to reduce the slip, the hydrodynamic lockup clutch 27, which has a large transmission capability and a parallel power-flow, is switched to supplement the torque converter, the latter comprising the rotors 6, 8 and 1 0, if the vehicle performance, under the prevailing driving conditions, permits, so that the total power transmitted is constituted by the power from the torque converter and the power from the hydrodynamic clutch. In order to achieve a high transmission capability in towing operation, and to minimise the overall size of the hydrodynamic clutch, the clutch-impeller 1, which functions as an input-rotor, and the clutch-impeller 5, which functions as an output-rotor, are provided, in each case, with blades 2 and 4, of extreme shape, set at extreme angles. In order to switch-in the hydrodynamic lockup clutch 27, oil pressure is admitted to the pressure-chamber 40 of the working cylinder 33. The oil, under pressure, flows into the pressure-chamber 40, via the pressurepassage 1 5 in the shaft 12, and via the clutch hub 20 (recess 38 and pressure-passage 39), so that the actuating piston 21 engages the separating clutch 31The clow caused thereby, in the clutchimpeller 1, which is functioning as an input-rotor, drives the clutch-impeller 5, which is functioning as an output-rotor and is connected to the converter output-rotor 6. The power outputs of the converter output-rotor 6 and of the clutch-impeller 5 combine and flow together to the shaft 12.
As a result of the invention, the vibrationexciting effects, emanating from the engine, are substantially eradicated, the eradication of these effects possibly being of decisive importance, above all in the case of commercial vehicles.
Transmission with the torque converter according to the invention are, for this reason, primarily suitable for vehicles in the case of which the slightly higher fuel consumption, compared to a fixed through-drive transmission, can be tolerated, and in which particular value is placed on driving comfort (private cars and buses), it even being possible to compensate for the additional fuel consumption, caused by the converter, or to reduce it, because the hydraulic clutch enables the engine to be operated even at very low rotationspeeds. This also applies, in particular, to engines having excitation-frequencies, in the working range which cannot be eliminated by other measures, and which accordingly lead to noises and the occurrence of damage in the drive line.
Claims (12)
1. A hydrodynamic torque converter with a converter output-rotor being installed inside a casing-shell which is connected to a converter input-rotor for rotation therewith and which can be driven by a propulsion engine, the converter output-rotor being connectable to the casing-shell via a lockup clutch, the clutch-halves thereof being installed within an annular clutch-space which is located inside the casing-shell, adjacent to the converter output-rotor, and having an outside diameter approximately equal to that of the converter output-rotor, and with a ring-shaped actuating piston which is installed, in the casingshell, concentrically with respect to the clutchspace, and which interacts with the lockup clutch in order to effect engagement and disengagement of the drive, wherein a clutch-impeller of a hydrodynamic clutch is used for each of the clutch-halves, and the casing-shell is connected to one said clutch-impeller by means of a separating clutch, on which the actuating piston acts.
2. A torque converter according to Claim 1, wherein the said casing-shell is connected to one of two corresponding bearing sleeves of a plain bearing and the clutch-impeller associated with the casing-shell is connected to the other of the two bearing sleeves.
3. A torque converter according to Claim 1 or
Claim 2, wherein the plain bearing is concentrically located between the clutch-space and the actuating piston.
4. A torque converter according to any one of
Claims 1 to 3, wherein the casing-shell is provided with a clutch-hub for the separating clutch, this hub being located, concentrically, inside the actuating piston.
5. A torque converter according to any one of
Claims 1 to 4, wherein the radially inner bearing sleeve is both connected to the casing-shell and forms, together with the clutch hub, in each case a portion of the working cylinder for the actuating piston.
6. A torque converter according to any one of
Claims 1 to 5, wherein the clutch hub possesses both a shoulder with a cylindrical surface for the actuating piston, this shoulder being adjacent to the casing-shell, and, at its end remote from the casing-shell, a ring-shaped abutment-plate for a stack of clutch plates of the separating clutch.
7. A torque converter according to Claim 6, wherein at least one outer plate of the stack of clutch plates is retained, in a manner preventing rotation, at the bearing sleeve which is connected to the clutch-impeller.
8. A torque converter according to Claim 6 or
Claim 7, wherein an outer plate of the stack of clutch plates is designed as an integral part of the outer shell of the clutch impeller.
9. A torque converter according to any one of
Claims 1 to 8, wherein the clutch hub possesses both a central recess and a pressure-passage, the latter connecting the recess to the pressurechamber of the working cylinder.
10. A torque converter according to any one of
Claims 1 to 9, wherein the end of a shaft projects into the recess, this shaft being sealed, in a pressuretight manner, with respect to the clutch hub and possessing a pressure-passage which is connected to the recess.
11. A torque converter according to any one of
Claims 1 to 10, wherein the casing-shell possesses at least one guide-pin which projects into the working cylinder and engages into a corresponding guide-bore in the actuating piston.
12. A torque converter according to any one of
Claims 1 to 11, wherein the shaft is connected to the converter output-rotor.
1 3. A hydrodynamic torque converter, substantially as hereinbefore described, with reference to the accompanying drawing.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19813150785 DE3150785C2 (en) | 1981-12-22 | 1981-12-22 | Hydrodynamic torque converter with a lock-up clutch |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB2112117A true GB2112117A (en) | 1983-07-13 |
Family
ID=6149412
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08236260A Withdrawn GB2112117A (en) | 1981-12-22 | 1982-12-21 | A hydrodynamic torque converter with a hydrodynamic lockup clutch |
Country Status (3)
| Country | Link |
|---|---|
| DE (1) | DE3150785C2 (en) |
| FR (1) | FR2518687A1 (en) |
| GB (1) | GB2112117A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0306169A1 (en) * | 1987-09-04 | 1989-03-08 | General Motors Corporation | Damping assembly for a torque converter and clutch assembly |
| EP0561231A1 (en) * | 1992-03-18 | 1993-09-22 | Eaton Corporation | Viscous coupling by-pass element for a torque converter |
| FR2711756A1 (en) * | 1993-10-29 | 1995-05-05 | Luk Lamellen & Kupplungsbau | Hydrodynamic converter. |
| US5566801A (en) * | 1994-03-10 | 1996-10-22 | Kabushiki Kaisha Daikin Seisakusho | Torque converter having a retarder mechanism therein |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102008013911B4 (en) * | 2008-03-12 | 2014-02-13 | Audi Ag | Drive device for motor vehicles |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR787966A (en) * | 1934-06-30 | 1935-10-02 | Ljungstroms Angturbin Ab | Hydraulic transmission |
| DE673831C (en) * | 1934-07-01 | 1939-04-01 | Ljungstroems Aengturbin Ab | Hydraulic power transmission |
| FR889511A (en) * | 1941-12-31 | 1944-01-12 | Voith Gmbh J M | Propulsion device for land vehicles fitted with a torque transformer operating on the flow principle |
| US2687195A (en) * | 1949-09-22 | 1954-08-24 | Vernon E Gleasman | Rotary turbine type torque converter |
| US3259218A (en) * | 1963-03-25 | 1966-07-05 | Twin Disc Clutch Co | Power transmission |
| US4240532A (en) * | 1978-09-21 | 1980-12-23 | Chrysler Corporation | Torsional isolator for torque converter lock-up mechanism |
-
1981
- 1981-12-22 DE DE19813150785 patent/DE3150785C2/en not_active Expired
-
1982
- 1982-12-20 FR FR8221306A patent/FR2518687A1/en not_active Withdrawn
- 1982-12-21 GB GB08236260A patent/GB2112117A/en not_active Withdrawn
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0306169A1 (en) * | 1987-09-04 | 1989-03-08 | General Motors Corporation | Damping assembly for a torque converter and clutch assembly |
| EP0561231A1 (en) * | 1992-03-18 | 1993-09-22 | Eaton Corporation | Viscous coupling by-pass element for a torque converter |
| FR2711756A1 (en) * | 1993-10-29 | 1995-05-05 | Luk Lamellen & Kupplungsbau | Hydrodynamic converter. |
| US5566801A (en) * | 1994-03-10 | 1996-10-22 | Kabushiki Kaisha Daikin Seisakusho | Torque converter having a retarder mechanism therein |
Also Published As
| Publication number | Publication date |
|---|---|
| DE3150785A1 (en) | 1983-07-14 |
| FR2518687A1 (en) | 1983-06-24 |
| DE3150785C2 (en) | 1983-11-03 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7264101B2 (en) | Start-up clutch and torsional-vibration damper assembly | |
| US7083029B2 (en) | Power transfer apparatus with fluid coupling | |
| JP5645354B2 (en) | 2-pass multifunction torque converter | |
| US8607948B2 (en) | Fluid coupling launch device | |
| US7431138B2 (en) | Start-up clutch assembly | |
| US3239037A (en) | Hydrokinetic power transmission with flexible clutch piston | |
| JPH06221402A (en) | Hydraulic torque converter | |
| US20050000774A1 (en) | Multiple clutch unit | |
| GB2031560A (en) | Torque converter with lockup clutch unit | |
| US6003647A (en) | Torque converter with lock-up clutch having a flow-restraining elastic friction member | |
| US4405038A (en) | Device for troque transmission between a drive shaft, e.g. an engine crankshaft, and an attachment unit such as a hydrodynamic retarder | |
| CN111630288B (en) | Hybrid module comprising an axial limiting housing for a bearing | |
| GB2338537A (en) | Torque converter with friction coupling between turbine impeller shell and turbine impeller hub | |
| GB2220464A (en) | Lock-up clutch | |
| GB2112117A (en) | A hydrodynamic torque converter with a hydrodynamic lockup clutch | |
| KR20180005836A (en) | Damper of Toque Convertor For Vehicle | |
| US6931844B2 (en) | Fluid coupling | |
| US6827187B2 (en) | Hydrodynamic coupling device | |
| US9874271B2 (en) | Transmission arrangement | |
| US20200180422A1 (en) | Hybrid module including torque converter having a stator friction clutch | |
| US4924977A (en) | Multi-stage torque converter with integrated damper | |
| KR101163749B1 (en) | Torque converter for hybrid electric vehicle | |
| US6286648B1 (en) | Lockup device of a torque converter | |
| US11331998B2 (en) | System for a hybrid torque converter with e-motor on an output | |
| US3141354A (en) | Transmission |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |