GB2186933A - Anti-locking device for motor vehicle - Google Patents
Anti-locking device for motor vehicle Download PDFInfo
- Publication number
- GB2186933A GB2186933A GB08704159A GB8704159A GB2186933A GB 2186933 A GB2186933 A GB 2186933A GB 08704159 A GB08704159 A GB 08704159A GB 8704159 A GB8704159 A GB 8704159A GB 2186933 A GB2186933 A GB 2186933A
- Authority
- GB
- United Kingdom
- Prior art keywords
- braking
- hydraulic
- pneumo
- brakes
- pressure
- 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
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
- B60T8/4208—Debooster systems
- B60T8/4225—Debooster systems having a fluid actuated expansion unit
- B60T8/4241—Debooster systems having a fluid actuated expansion unit pneumatically
- B60T8/425—Debooster systems having a fluid actuated expansion unit pneumatically using a vacuum
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/44—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
- B60T8/444—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems using vacuum
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The anti-locking device comprises a solenoid valve (22) between the master cylinder (10) and the brakes to interrupt braking action by connecting the brakes (18, F) to a discharge line (26), and a pneumo-hydraulic actuator (32) connected to the discharge line (26) and provided with a pneumatic control circuit (46-54) connected to the pneumatic servocontrol (14,44) of the braking system. An electronic control unit (28), provides if the wheels lock, a first interruption of the braking action by means of the solenoid valve (22) and subsequent cycles of braking and brake release by the closing and opening, of discharge line (26) by means of the pneumo-hydraulic actuator (32). This actuator (32) has a pneumatic control chamber (36) in which, during the braking and brake-release cycles, the air pressure is directly correlated to the hydraulic braking pressure. An electric pressure sensor (70) associated with the pneumo-hydraulic actuator (32) supplies the control unit (28) with electrical signals indicative of the pressure in the pneumatic control chamber (36). The unit (28) controls the hydraulic braking pressure applied to the brakes (18) through the pneumo-hydraulic unit (32) in the braking cycles in dependence on the signals supplied by the pressure sensor (70). <IMAGE>
Description
SPECIFICATION
Anti-Locking Device for the Wheels of a Motor
Vehicle
The present invention relates to an anti-locking device for the wheels of a motor vehicle having a braking system including a master cylinder connected to the brakes.
The particular subject of the invention is an antilocking device comprising:
electrically-controlled pneumatic, hydraulic or pneumo-hydraulic valve means arranged to interrupt the braking action by connecting the brakes to a discharge line, and
an electronic control unit connected to the valve means and having associated sensor means for sensing the speed of rotation of the wheel, the unit being arranged, if the wheels lock, to cause successive braking and brake-release cycles by means of the valve means; there being defined in the valve means at least one region in which the pressure is directly correlated to the pressure applied to the brakes.
In Italian patent application 6771 0-A/85, a hydraulic braking system with vacuum-operated pneumatic servocontrol is described which has an anti-locking device for the wheels of the type specified above. This device includes a solenoid valve interposed between the master cylinder and the brakes and arranged to interrupt the braking action by connecting the brakes to the discharge line, and a pneumo-hydraulic actuator connected to the discharge line and having a pneumatic control circuit connected to the pneumatic servocontrol. If the wheels lock, the electronic unit of this device causes, through the solenoid valve, a first interruption of the braking action and then successive braking and brake-release cycles by means of the closing and pressurising and the opening, respectively, of the discharge line by means of the pneumo-hydraulic actuator.
The known anti-locking device described above can be manufactured at a cost which is comparable to that of completely pneumatic devices with respect to which, however, it has much shorter operating times.
The pneumo-hydraulic anti-locking device described above in fact has operating times comparable to those of the more complex and expensive totally hydraulic devices. Among the latter, particular anti-locking devices are known in which, during the braking phases controlled by the control unit, the hydraulic pressure applied to the brakes is reduced in a controlled manner by a hydraulic unit, so that it has a linearly decreasing course with a predetermined constant negative gradient. Consequently, in such devices, the duration of each brake-release phase is correlated directly to the decrease in hydraulic pressure applied to the brakes. The control unit in such devices can thus evaluate very precisely the pressure reduction caused and consequently work out the optimum manner of pressure increase in the controlled braking phase immediately afterwards.In such prior art devices of the totally hydraulic type, these advantageous characteristics are obtained by very complex and expensive devices, which limits their use to high-quality cars only.
In the pneumo-hydraulic anti-locking device described in Italian patent application No. 67710-Al 85, the decrease in the hydraulic pressure applied to the brakes during the brake-release cycles occurs in a non-linear manner with a course which can be likened roughly to a decreasing exponential curve.
Consequently, in this device, the duration of the controlled brake release does not constitute a precise and reliable indication of the reduction in braking pressure caused by the control unit in each brake-release cycle. Hence, in each braking cycle controlled by the control unit, it is not possible to optimise the pressure applied to the brakes and in fact the hydraulic pressure applied to the brakes during these cycles is very often greater or less than the optimum value.
The object of the present invention is to provide an anti-locking device of the aforesaid type, in which it is possible to control precisely the reduction in the pressure applied to the brakes during the brakerelease phases controlled by the control unit and hence possible to control the increase in pressure during the braking phases in an optimum manner, avoiding the disadvantage described above are achieving performances which are thus comparable to those of the well-known, expensive totally hydraulic systems.
This object is achieved according to the invention by means of a pneumo-hydraulic anti-locking device of the type specified above, the main characteristic of which lies in the fact that it further includes electric pressure sensor means associated with the valve actuator means for supplying the control unit with electrical signals indicative of the pressure in the said region, and in that the control unit is arranged to control the hydraulic pressure applied to the brakes the brake-release and braking cycles in dependence on the signals supplied by the pressure sensor means.
Further characteristics and advantages of the device according to the invention will become apparent from the detailed description which follows with reference to the appended drawing, provided purely by way of non-limiting example, which shows a diagram of a hydraulic braking system with vacuum-operated pneumatic servocontrol and including a pneumo-hydraulic anti-locking device according to the invention.
With reference to the drawing, a master cylinder of a hydraulic braking circuitforthe brakes F of the wheels of a motor vehicle is indicated 10. The cylinder 10 is operable by means of a control pedal 12 through a vacuum servobrake of known type including a pneumatic cylinder 14. The master cylinder 10 is connected to a supply reservoir 16 and, through a line 20, to hydraulic actuators 18 for the brakes F.
In the embodiment illustrated, the line 20 is connected through a solenoid valve 22 to a line 24 connected to a hydraulic braking actuator 18 of conventional type. The valve 22 is a three-way valve connected at 22a to the line 20, at 22b to the line 24 and at 22cto a discharge line 26 connected to the reservoir 16.
The solenoid valve 22 is controlled by an electronic unit 28 connected to electrical sensor means 30 for sensing the speed of rotation of the wheels.
The solenoid valve 22 is normally kept in a deenergised condition, in the configuration illustrated in Figure 1, in which it closes the way 22c. The discharge line 26 is connected to a pneumohydraulic actuator 32 including a pneumatic cylinder 34 comprising a first chamber 36 and a second chamber 38 divided by a resilient septum 40 joined to a rod 42.
The pneumatic cylinder 14 of the servobrake includes a first chamber 43 connected to a vacuum source D (for example, the induction manifold of the internal combustion engine of the vehicle) and a second chamber 44 which, as known, communicates with the chamber 43 when the brake pedal 12 is not operated and is put into communication with the atmosphere when the pedal is operated.
The first chamber 43 of the pneumatic cylinder of the servobrake communicates with the second chamber 38 of the pneumo-hydraulic actuator 32 through a line 46.
The line 46 is also connected to the first chamber 36 of the pneumo-hydraulic actuator th rough a first line portion 48 and a second line portion 50.
Between the portions 48 and 50 is a three-way solenoid valve 52 with a first way 52a connected to the line 48, a second way 52b communicating with the line 50 and a third way 52c connected to a line 54 which communicates with the second chamber 44 of the pneumatic cylinder of the servobrake 14.
The pneumo-hydraulic actuator 32 includes a hydraulic part witch a piston 56 having a central aperture 58 facing and aligned with the piston 42.
The piston 56 is slidable in a cylinder 60 communicating with the discharge line 26.
The rod 42 has one end 42a acting as a shutter dipping into a chamber 62 above the piston 56. The chamber 62 communicates with the hydraulic fluid reservoir 16 through a line 64 and the shutter 42a is normally spaced from the piston 56. This shutter, as wiil become clearer below, is arranged to cooperate with an annular valve seat 58a constituted by the end of the aperture 58 facing into the chamber 62.
An electrical pressure sensor 70 is interposed in the line 50 between the way 52b of the solenoid valve 52 and the chamber 36 of the pneumohydraulic unit 32. This pressure sensor is preferably of the type including extensometric transducers constituted by thick film resistors which have wellknown piezo-resistive characteristics.
The output of the sensor 70 is connected to the electronic control unit 28.
When the pedal 12 is released, the hydraulic circuit including the lines 20,24,26, and 64 is at a zero relative pressure, while the pneumatic circuit comprising the lines 46, 54, 50,48 and 46 is under vacuum, being in communication with the source D.
When the pedal 12 of the brake is operated, the master cylinder 10 pressurises the lines 20 and 24 and operates the hydraulic actuator 18 of the brakes
F. If the wheels of the motor vehicle do not lock during braking, the hydraulic circuit downstream of the way 22c of the solenoid valve 22 remains at zero relative pressure, this way being closed. During braking, the second chamber 44 of the pneumatic cylinder 14 of the servobrake is put in into communication with the atmosphere so that the line 54 is also at atmospheric pressure. The way 52c of the three-way valve 52 being closed, this pressure does not act on the pneumo-hydraulic actuator which remains inoperative.
In the event that the wheels lock during braking the sensor means 30 send corresponding signals to the control unit 28 which is arranged to energise three-way valve 22 in such an event so as to close the way 22a and open the way 22c, thus allowing the hydraulic pressure applied to the hydraulic actuator 18 to be discharged into the reservoir 16 through the lines 24 and 26, the aperture 58 in the piston 56, and the line 64.
Immediately the braked wheel or wheels have started to rotate again, the sensor means 30 send corresponding signals to the control unit 28 which, in this situation, energises the solenoid valve 52 so as to cause the opening of the way 52c and the closure of the way 52a. Consequently, the chamber 36 of the pneumo-hydraulic actuator 32 tends to return to atmospheric pressure through the lines 50 and 54 and the second chamber 44 of the pneumatic cylinder of the servobrake 14, while the chamber 33 continues to communicate through the line 46 with the chamber 43 of the servobrake 14 which is under vacuum. The pressure difference between the chamber 36 and the chamber 38 of the pneumohydraulic actuator causes a corresponding movement of the septum 40 and the rod connected thereto towards the apertured piston 56. The shutter 42a of the rod closes the valve seat 58a of the piston 56.Communication between the cylinder 60 and the chamber 62 is thus broken. As the rod 42 continues its downward movement, it urges the piston 56 to pressurise the hydraulic fluid within the cylinder 60 and, correspondingly, operate the hydraulic actuator 18 of the brakes F through the lines 26,24 and through the way 22c of the solenoid valve 22.
Hence, as the operation of the pedal 12 continues, the braking is now achieved through the pneumohydraulic actuator 32 by means of its pneumatic control circuit. During this braking action due to the pneumo-hydraulic actuator 32, the wheel or wheels controlled could lock again. The electronic unit 28 is arranged to de-energise the solenoid valve 52 in this case so as to close the way 52c and put both the chambers 36 and 38 of the pneumo-hydraulic actuator 32 into communication with the chamber 43 of the servobrake 14 which is kept under vacuum.
The pressure in the chamber 36 thus tends to return to equilibrium with the pressure in the chamber 38.
In this case, the rod 42 then returns to its initial position, re-establishing communication between the cylinder 60 and the chamber 62 through the aperture 58 in the piston 56. The pressure in the hydraulic actuator 18, and the lines 24,26 can then discharge into the reservoir 16 again through the aperture 58 and the line 64.
When the wheel or wheels controlled by the control unit 28 start to rotate again, the solenoid valve 52 is re-energised so as to achieve a series of braking and brake-release cycles entirely piloted by the pneumo-hydraulic actuator 32 and the solenoid valve 52 associated therewith. During these cycles, the solenoid valve 22 is kept permanently energised so as to keep the way 22a closed.
When the motor vehicle reaches a sufficiently low speed, for example of the order of 10 km/h, the electronic unit 28 de-energises the solenoid valve 22 so as to cause the way 22c to be closed again. Thus, the pneumo-hydraulic actuator is disconnected from the brakes F.
During the cycles of braking and brake-release controlled by the unit 28 through the pneumohydraulic unit 32, the pressure sensor 70 supplies the control unit 28 with electrical signals indicative of the air pressure in the pneumatic chamber 36 of the actuator 32. This pressure is correlated directly to the hydraulic pressure applied to the actuators 18 of the brakes F. The electronic unit 28, on the basis of the signal supplied by the pressure sensor 70, can thus derive information on the value of the hydraulic pressure applied to the actuators of the brakes in real time. On the basis of this information, the control unit 28 can then control the braking pressure applied to the brakes during the controlled braking phases in an optimum manner.
Naturally, the principle of the invention remaining the same, the forms of embodiments and constructional details may be varied widely with respect to that described and illustrated purely by way of non-limiting example, without thereby departing from the scope of the present invention.
Claims (5)
1. Anti-locking device for the wheels of a motor vehicle having a braking system including a master cylinder connected to the brakes, the anti-locking device comprising:
electrically-controlled pneumatic, hydraulic or pneumo-hydraulic actuator valve means which are arranged to interrupt the braking action by connecting the brakes to a discharge line, and
an electronic control unit connected to the actuator valve means and having associated sensor means for sensing the speed of rotation of the wheels, the unit being arranged, if the wheels lock, to cause successive cycles of brake-release and braking by means of the actuator valve means;;
there being defined in the actuator valve means at least one region in which the pressure is directly correlated to the pressure applied to the brakes,
characterised in that it further includes electric pressure sensor means associated with the actuator valve means for supplying the control unit with electrical signals indicative of the pressure in the said region and in that the control unit is arranged to control the pressure applied to the brakes in the brake-release and braking cycles in dependence on the signals supplied by the pressure sensor means.
2. Device according to Claim 1, particularly for a pneumo-hydraulic anti-locking device for a motor vehicle having a hydraulic braking system with pneumatic servocontrol and in which the actuator valve means comprise:
a solenoid valve interposed between the master cylinder and the brakes for interrupting the braking action by connecting the brakes to a discharge line, and
a pneumo-hydraulic actuator connected to the discharge line and provided with an electropneumatic control circuit connected to the pneumatic servocontrol,
and in which the control unit is arranged, if the wheels lock, to cause a first interruption of the braking action by means of the solenoid valve and successive braking and brake-release cycles by the closing and pressurising and the opening, respectively, of the discharge line by means of the pneumo-hydraulic actuator;;
there being defined in the pneumo-hydraulic actuator a pneumatic control chamber in which the air pressure is directly correlated to the hydraulic pressure applied to the brakes during the braking and brake-release cycles, characterised in that the pressure sensor means are associated with the pneumo-hydraulic actuator so as to detect the air pressure in the pneumatic control chamber.
3. Pneumo-hydraulic anti-locking device according to Claim 1 or Claim 2, characterised in that the pressure sensor means comprise a pressure sensor including at least one extensometric pressure transducer constituted by a thick-film X resistor.
4. Anti-locking device for the wheels of a motor vehicle, substantially as described and illustrated and for the purposes specified.
5. Braking system for motor vehicles, including an anti-locking device for the wheels according to one or more of the preceding claims.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| IT67140/86A IT1187956B (en) | 1986-02-24 | 1986-02-24 | ANTI-LOCK DEVICE FOR THE WHEELS OF A VEHICLE |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB8704159D0 GB8704159D0 (en) | 1987-04-01 |
| GB2186933A true GB2186933A (en) | 1987-08-26 |
| GB2186933B GB2186933B (en) | 1989-11-08 |
Family
ID=11299918
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8704159A Expired GB2186933B (en) | 1986-02-24 | 1987-02-23 | Anti-lock braking system for the wheels of a motor vehicle |
Country Status (9)
| Country | Link |
|---|---|
| AT (1) | AT394692B (en) |
| BE (1) | BE1000310A5 (en) |
| CH (1) | CH669159A5 (en) |
| DE (1) | DE3705897C2 (en) |
| ES (1) | ES2008775A6 (en) |
| FR (1) | FR2594769B1 (en) |
| GB (1) | GB2186933B (en) |
| IT (1) | IT1187956B (en) |
| NL (1) | NL8700448A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3818452A1 (en) * | 1988-05-31 | 1989-12-14 | Teves Gmbh Alfred | Valve device for a brake system with slip control |
| DE4117546A1 (en) * | 1991-05-29 | 1992-12-03 | Teves Gmbh Alfred | Vehicular antilock braking system with vacuum-driven pump - draws upon vacuum from braking force amplifier for operating of pump added for control of wheel-slip |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2126673A (en) * | 1982-09-09 | 1984-03-28 | Lucas Ind Plc | Anti-lock braking system |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR1559013A (en) * | 1967-12-27 | 1969-03-07 | ||
| DE1961039A1 (en) * | 1969-12-05 | 1971-06-16 | Bosch Gmbh Robert | Vehicle brake system with anti-lock protection |
| GB1468014A (en) * | 1973-10-25 | 1977-03-23 | Dewandre Co Ltd C | Hydraulic braking systems |
| US3963277A (en) * | 1975-02-18 | 1976-06-15 | Sanwa Seiki Mfg. Co. Ltd. | Vehicle brake system |
| DE3125640A1 (en) * | 1981-06-30 | 1983-01-13 | Robert Bosch Gmbh, 7000 Stuttgart | SENSOR |
| DE3416744C3 (en) * | 1984-05-07 | 1999-07-15 | Bosch Gmbh Robert | Method for operating a pressure regulator of a vehicle brake system |
| DE3416723A1 (en) * | 1984-05-07 | 1985-11-14 | Robert Bosch Gmbh, 7000 Stuttgart | PRESSURE VEHICLE BRAKE SYSTEM |
| DE3427380A1 (en) * | 1984-07-25 | 1986-01-30 | Alfred Teves Gmbh, 6000 Frankfurt | BRAKE PRESSURE SIGNALS FOR SLIP CONTROL VEHICLE BRAKE SYSTEMS |
| IT1182556B (en) * | 1985-08-02 | 1987-10-05 | Fiat Auto Spa | HYDRAULIC BRAKING CIRCUIT WITH PNEUMATIC DEPRESSION SERVO CONTROL AND ANTI-LOCK DEVICE FOR HYDRAULIC TIRE FOR VEHICLE WHEELS |
-
1986
- 1986-02-24 IT IT67140/86A patent/IT1187956B/en active
-
1987
- 1987-02-20 CH CH639/87A patent/CH669159A5/en not_active IP Right Cessation
- 1987-02-23 ES ES8703385A patent/ES2008775A6/en not_active Expired
- 1987-02-23 NL NL8700448A patent/NL8700448A/en not_active Application Discontinuation
- 1987-02-23 GB GB8704159A patent/GB2186933B/en not_active Expired
- 1987-02-24 DE DE3705897A patent/DE3705897C2/en not_active Expired - Fee Related
- 1987-02-24 BE BE8700166A patent/BE1000310A5/en not_active IP Right Cessation
- 1987-02-24 FR FR878702382A patent/FR2594769B1/en not_active Expired - Lifetime
- 1987-02-24 AT AT0040387A patent/AT394692B/en not_active IP Right Cessation
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2126673A (en) * | 1982-09-09 | 1984-03-28 | Lucas Ind Plc | Anti-lock braking system |
Also Published As
| Publication number | Publication date |
|---|---|
| IT1187956B (en) | 1987-12-23 |
| BE1000310A5 (en) | 1988-10-18 |
| GB2186933B (en) | 1989-11-08 |
| IT8667140A1 (en) | 1987-08-24 |
| ES2008775A6 (en) | 1989-08-01 |
| AT394692B (en) | 1992-05-25 |
| NL8700448A (en) | 1987-09-16 |
| DE3705897A1 (en) | 1987-08-27 |
| ATA40387A (en) | 1991-11-15 |
| FR2594769A1 (en) | 1987-08-28 |
| FR2594769B1 (en) | 1991-05-31 |
| CH669159A5 (en) | 1989-02-28 |
| DE3705897C2 (en) | 1997-08-14 |
| IT8667140A0 (en) | 1986-02-24 |
| GB8704159D0 (en) | 1987-04-01 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19990223 |