US3881456A - Exhaust gas recirculation system - Google Patents

Exhaust gas recirculation system Download PDF

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Publication number
US3881456A
US3881456A US474351A US47435174A US3881456A US 3881456 A US3881456 A US 3881456A US 474351 A US474351 A US 474351A US 47435174 A US47435174 A US 47435174A US 3881456 A US3881456 A US 3881456A
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US
United States
Prior art keywords
pressure
valve
chamber
exhaust gas
diaphragm
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US474351A
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English (en)
Inventor
Hidetaka Nohira
Kiyoshi Kobashi
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Toyota Motor Corp
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Toyota Motor Corp
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Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/55—Systems for actuating EGR valves using vacuum actuators
    • F02M26/56—Systems for actuating EGR valves using vacuum actuators having pressure modulation valves
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/55—Systems for actuating EGR valves using vacuum actuators
    • F02M26/58—Constructional details of the actuator; Mounting thereof

Definitions

  • An exhaust gas recirculation system including pressure controlling means provided in the exhaust gas recirculation passage, said pressure controlling means having a pressure controlling section adapted to control air pressure in the pressure source with pressure of exhaust gas flowing into said pressure controlling means, and wherein pressure controlled by said pressure controlling section is led into a controlled pressure chamber defined by a diaphragm operable to open or close said pressure controlling means.
  • a valve operated by pressure around a butterfly valve is provided in a conduit connecting said pressure source and said pressure controlling section.
  • a chamber formed in said pressure controlling section for effecting pressure control is selectively communicated with said pressure source or with a part downstream of said butterfly valve.
  • a diaphragm chamber for operating said valve, the diaphragm chamber being communicated with a location adjacent said butterfly valve through a solenoid valve.
  • This invention relates to an exhaust gas recirculation system for purifying exhaust gas released from engines, and more particularly to a system of the type just recited whereby exhaust gas recirculated is always controlled by pressure to stay substantially at the same level as atmospheric pressure regardless of variation of negative pressure in the intake system of the engine and wherein particularly positive and reliable operation of the valve in the pressure control means controlling the exhaust gas recirculation rate is ensured.
  • valve since pressure in the pressure chamber having the diaphragm is substantially equalized with atmospheric pressure, the valve itself is opened or closed with a weak force, so that if such control valve is used, the exhaust gas flow characteristic of the control valve may be changed by the deposit material in exhaust gas, and further, as the valve is greatly affected by negative pressure in the intake pipe, it needs to additionally provide a certain negative pressure compensating means for improving responsiveness, but such means itself involves the problem of heat resistance or sticking.
  • intake pipe negative pressure is low at the high load operating range of the engine, and hence although it is desirable to enlarge the valve opening for allowing exhaust gas recirculation in great quantity at one time, it is actually impossible to obtain a satisfactorily large valve opening due to small intake pipe negative pressure.
  • a device in which the valve is closed by the action of air pressure given by an engine-driven air pump but according to this device, it is impossible to perfectly close the control valve because the engine speed is low in the running condition where perfect shut-off of exhaust gas recirculation is desired, as during cranking or idling, and also because air pump pressure is weak.
  • the present invention provides an improved exhaust gas recirculation system of the type in which the pressure of exhaust gas recirculated from the exhaust system into the intake system is maintained substantially equal to atmospheric pressure and the valve for controlling the exhaust gas recirculation rate can perform its opening and closing operations positively and reliably.
  • a pressure control unit having a fixed throttle, a pressure chamber and a valve are provided in the exhaust gas recirculation conduit, and pressure in the controlled pressure chamber acting to open said valve is controlled by releasing compressed air from an air pump according to the pressure of the recirculated exhaust gas, thereby to maintain exhaust gas recirculated into the intake system at substantially the same level as atmospheric pressure, and further, when negative pressure in the intake system indicating the running condition of the engine drops below a certain level, supply of compressed air from the air pump into the controlled pressure chamber in the pressure control unit is shut 011'.
  • positive pressure from the air pump and negative pressure from the intake system are selectively supplied into the controlled pressure chamber in the pressure control unit with operation of a pressurechangeover valve in response to the engine running condition such that strong negative pressure working to the intake system will act when the valve is closed while high positive pressure of the air pump will act when the control valve is opened.
  • a solenoid-energized changeover valve is provided in a conduit through which negative pressure in the intake system is sent into the controlled pressure chamber, such that when there is no need of recirculating exhaust gas, as during warmup of the engine, the pressure-changeover valve maintains the shut-off condition of the air pump and the controlled pressure chamber in the pressure control unit by the operation of said solenoid-energized changeover valve.
  • FIG. 1 is a schematic diagram of an exhaust gas recirculation system according to the present invention
  • FIG. 2 is a vertical sectional view of a pressure control unit in the exhaust gas recirculation system according to the present invention
  • FIG. 3 is a vertical sectional view of a modification of pressure control unit
  • FIG. 4 is a vertical sectional view of a pressurechangeover valve in the exhaust gas recirculation sys tem.
  • Air is supplied into the engine I from an air cleaner 2 while fuel-air mixture is supplied through a Venturi 3, butterfly valve 4 and intake pipe 5, and the exhaust gas is discharged out from an exhaust pipe 6.
  • an air pump 8 Provided adjacent the engine 1 is an air pump 8 which is driven by a crank shaft through a belt 7.
  • the exhaust pipe 6 is connected to the intake pipe 5 through a conduit 10 provided with pressure controlling means 9 so that a part of the exhaust gas will flow into a section of the intake pipe 5 adjacent the engine 1.
  • Compressed air from the air pump 8 is conducted through a conduit 11 into a pressure inlet port 13 in a pressure-changeover valve 12, and a pressure outlet port 14 of the valve 12 is connected through a conduit 17 to a pressure inlet port 16 in a pressure controlling section of a pressure control unit 9.
  • the conduit 17 is also connected through its branch conduit 17' to a pressure inlet port 19 of a controlled pressure chamber 18 in the pressure control unit 9.
  • Another pressure inlet port 20 of the pressure-changeover valve 12 is connected through a conduit 22 to a negative pressure outlet port 21 which opens into a section of the intake pipe 5 located slightly downstream of the closed butterfly valve 4.
  • the negative pressure inlet port 24 of a negative pressure chamber 23 in the pressure-changeover valve 12 is connected to a negative pressure outlet port 25 opening into a section of the intake pipe 5 adjacent the closed position of the butterfly valve 4 through a conduit 27 which is provided with a solenoid-energized changeover valve 26.
  • This solenoid-energized changeover valve 26 is electrically operated by a control device 28 which converts the engine speed into an electric signal and produces an output signal corresponding to the engine speed.
  • the pressure-changeover valve 12 is arranged such that when there is no need of recirculating exhaust gas, the negative pressure chamber 23 in the changeover valve 12 is communicated with an opening 29 (opened into the atmosphere) in the solenoid-energized changeover valve 26, and when exhaust gas recirculation is required, the negative pressure chamber 23 is communicated with the negative pressure outlet port 25 in the intake pipe 5.
  • the input signal to the control device 28 may be the warm-up condition of the engine or atmospheric temperature.
  • the pressure control unit 9 is now described in detail with particular reference to FIG. 2.
  • a valve body 32 having an exhaust gas inlet 30, an L- shaped passage and an outlet 31.
  • a fixed throttle 33 In the L-shaped passage are provided a fixed throttle 33, a pressure chamber 34 and a valve 35 arranged in that order in the direction from the exhaust pipe 6 to the intake pipe 5.
  • the valve 35 consists of a valve seat 36 and a valve member 37, the latter being mounted slidably at the lowermost end of a shaft 38 so that the valve member 37 can seal the valve seat 36.
  • the upper end of the shaft 38 extends through an air-bleeding hole 39 upward of the valve body 32 and is secured to a diaphragm 40 by a nut.
  • the air-bleeding hole 39 is adapted to prevent deposition of oil particles to the shaft 38.
  • a spring 42 adapted to push up the diaphragm 40, and the controlled pressure chamber 18 is provided on the upper side of the diaphragm 40.
  • a detected pressure chamber 46 having a diaphragm 45, the chamber 46 being communicated with the pressure chamber 34 in the pressure control unit 9 through a passage 44 formed in the valve body 32 and provided with a throttle 43.
  • the passage 44 opens in a lower end portion of the detected pressure chamber 46 to flow down condensed water into the pressure chamber 34.
  • a chamber 47 which is communicated with the atmosphere through an air-bleeding hole 48.
  • a plate-like valve 49 which has rubber-type synthetic resin layer on its surface and is fixed by a nut.
  • an air-bleed pipe 52 which is connected to the pressure inlet port 16 through a throttle and a check valve 51.
  • the diaphragm 45 is arranged to be moved by a spring 53 provided in the detected pressure chamber 46 and a spring 54 provided in the chamber 47 so as to maintain a small space between the valve 49 and the air-bleed pipe 52 when no exhaust gas pressure works in the detected pressure chamber 46.
  • the pressure controlling section 15 is constituted in this way.
  • the air-bleed pipe 52 is closed by the valve 49.
  • the diaphragm 45 in the pressure control section 15 is disposed parallel to the direction of lateral vibration of the engine so that the diaphragm 45 may be isolated from vibration of the engine.
  • FIG. 3 shows a modified form of pressure control unit 9.
  • the parts assigned the same reference numerals as in the unit of FIG. 2 operate in the completely same way as the counterparts of FIG. 2.
  • the valve 35' is arranged such that the valve member 37' will engage with the valve seat 36' from its upper side, and two diaphragms 57 and 58 are secured by a nut to the upper end of the shaft 38' in such a manner that they are spaced apart a predetermined distance from each other by a strut and a spring 56.
  • the upper diaphragm 57 is greater in area than the lower diaphragm 58, and a controlled pressure chamber 18 having a pressure inlet port 19 is defined between said both diaphragms 57 and 58.
  • a spring 59 adapted to urge the diaphragm 57 downwardly, said spring 59 being adjusted in its pushing force by an adjusting screw 60.
  • Means corresponding to the check valve 51 in FIG. 2 is constituted by a check ball 62 hiased by a spring 61 and a valve seat section 63 which are adapted to check introduction of atmospheric pressure into the side of the throttle 50. Beneath the diaphragm 58 is defined a chamber 64 communicated with the atmosphere.
  • the pressure-changeover valve 12 is shown in detail in FIG. 4.
  • a chamber 66 connected to the pressure inlet ports 13, 20 and pressure outlet port 14, and a valve seat 67 is provided between the pressure inlet port 13 and outlet port 14, with a valve seat 68 being provided between the pressure outlet port 14 and inlet port 20 in opposition to the valve seat 67.
  • the valve seats 67 and 68 are selectively closed by a valve 69 secured to the lower end of a shaft 70 which is secured at its top end to a diaphragm 72 by a nut through a seal 71 provided in the valve body 65 to seal the upper end of the chamber 66.
  • a chamber 73 communicated with the atmosphere, while a negative pressure chamber 23 connected to the negative pressure inlet port 24 is formed on the upper side of the diaphragm 72.
  • a spring 74 adapted to push the diaphragm 72 downwardly, the spring 74 being adjusted in its pressing force by an adjusting screw 75.
  • exhaust gas which has flown into the pressure chamber 34 in the pressure control unit 9 is further introduced through the passage 44 into the detected pressure chamber 46 to equalize pressure in said pressure chamber 34 with that in said detected pressure chamber 46. Therefore, if pressure in the detected pressure chamber 46 is only slightly higher than atmospheric pressure, there is created a small space between the valve 49 mounted on the diaphragm 45 and the opening of the air-bleed pipe 52 by the force of springs 53 and 54, causing compressed air in the conduit 17 to flow out into the chamber 47 through the throttle 50, check valve 51 and the air-bleed pipe 52 to raise the pressure of the exhaust gas in said conduit 17 close to atmospheric pressure.
  • pressure in the controlled pressure chamber 18 in the pressure control unit 9 also remains low and the diaphragm keeps the valve 37 closed under the force of spring 42, inhibiting any flow of exhaust gas through the valve 35 in the control unit 9.
  • exhaust gas pressure in the pressure chamber 34 rises up to cause corresponding rise of pressure in the detected pressure chamber 46.
  • the diaphragm is urged to move toward the chamber 47 to actuate the valve 49 to close the air-bleed pipe 52. This causes pressure rise in the conduits l7 and 17' as well as pressure rise in the controlled pressure chamber 18, forcing the diaphragm 40 downwardly against the opposing force of spring 42.
  • valve member 37 separates from the valve seat 36, allowing exhaust gas in the exhaust pipe 6 to flow into the intake pipe 5 through conduit 10 and pressure control valve 9.
  • Such flow of exhaust gas into the intake pipe 5 causes a drop of pressure in the pressure chamber 34 and in the detected pressure chamber 46, allowing compressed air to flow out into the chamber 47 from the air-bleeding pipe 52 to lower the pressure in the controlled pressure chamber 18 to thereby close the valve 35.
  • Pressure in the pressure chamber 34 is thus maintained substantially equal to atmospheric pressure, and hence the amount of exhaust gas flowing to the outlet 31 from the fixed throttle 33 is kept proportional to the amount of air introduced into the engine I from the Venturi 3.
  • the control device 28 When the engine speed is such that no exhaust gas recirculation is required, or when the engine is not yet sufficiently warmed up, the control device 28 operates to switch the solenoid-energized changeover valve 26 to communicate the negative pressure chamber 23 in the pressure-changeover valve 12 with the atmosphere, and no matter how much negative pressure acts to the negative pressure outlet 25 of the intake pipe 5, the operation of the pressure changeover valve 12 is not the least affected. This condition induces the same behavior as when the engine is cranking, idling, decelerated or heavily loaded, and the valve 35 of the pressure control unit 9 is perfectly closed to inhibit recirculation of exhaust gas in the exhaust pipe 6 into the intake pipe.
  • This control unit operates substantially same as that of FIG. 2, but in this unit, two diaphragms are provided above and below the controlled pressure chamber 18', and pressure in the chamber 18' for operating the valve 35 acts to the differential area between the upper and lower diaphragms 57 and 58 to operate the valve member 37'.
  • This valve member 37 is positioned above the valve seat 36' to prevent the deposition of carbon or the like in exhaust gas on the valve member 37'.
  • pressure of compressed air supplied into the pressure controlling section from the air pump is controlled according to pressure of the exhaust gas introduced into the pressure control unit, and the operation of the valve in the control unit is accomplished by the controlled compressed air to maintain pressure of exhaust gas recirculated into the intake system from the exhaust pipe at the substantially same level as atmospheric pressure.
  • the pressure acting to open the valve is a strong positive pressure, it is possible to strengthen the acting force of the spring used for maintaining the valve in its closed position, and the exhaust gas recirculated does not pulsate.
  • the pressure controlling section of the pressure control unit is secured directly to the valve body so that even if the atmospheric temperature drops to an extremely low level, no freezing of condensed water in the detected pressure chamber takes place owing to radiation of heat from the control valve body.
  • the pressure controlling section does not rise so high in temperature and hence long durability of the diaphragms is ensured. Also, since closure of the valve in the pressure control unit is accomplished by the resilient force of springs, it is not essential in some applications to utilize negative pressure in the intake system when closing the valve.
  • An exhaust gas recirculation system in which the exhaust system and intake system of an internal combustion engine are connected to each other by a conduit so as to recirculate a part of exhaust gas from the exhaust system into the intake system, said system comprising:
  • a pressure control unit provided in said conduit and having a fixed throttle
  • a pressure control section comprising:
  • a second chamber separated from said first chamber by a diaphragm and communicated with a pressure source and also with the atmosphere, and
  • valve assembly secured to said diaphragm and adapted to control communication between said second chamber and said pressure source

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
US474351A 1973-05-30 1974-05-29 Exhaust gas recirculation system Expired - Lifetime US3881456A (en)

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JP48059711A JPS5213249B2 (sv) 1973-05-30 1973-05-30

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Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4004559A (en) * 1973-11-09 1977-01-25 Hitachi, Ltd. Alarm device for use in exhaust gas recirculating system
US4014302A (en) * 1975-03-14 1977-03-29 Briggs & Stratton Corporation Device to reduce the nitrogen oxide content in the exhaust gas of an internal combustion engine
US4041917A (en) * 1976-04-19 1977-08-16 Toyota Jidosha Kogyo Kabushiki Kaisha Exhaust gas recirculation system
US4092960A (en) * 1976-06-18 1978-06-06 Toyota Jidosha Kogyo Kabushiki Kaisha Exhaust gas recirculation system in an internal combustion engine
US4094287A (en) * 1976-09-07 1978-06-13 Toyota Jidosha Kogyo Kabushiki Kaisha Exhaust gas recirculation system
US4105001A (en) * 1975-11-03 1978-08-08 Pierburg Gmbh & Co Kg Control mechanism for operation of an internal combustion engine
US4112894A (en) * 1975-10-03 1978-09-12 Toyota Jidosha Kogyo Kabushiki Kaisha Apparatus for recirculating exhaust gases
US4150642A (en) * 1976-07-19 1979-04-24 Aisin Seiki Kabushiki Kaisha Diaphragm-operated pressure control valve assembly
US4164918A (en) * 1978-02-21 1979-08-21 General Motors Corporation Exhaust gas recirculation control
US4173955A (en) * 1976-02-18 1979-11-13 Hitachi, Ltd. Exhaust-gas recirculation system
US4180034A (en) * 1978-05-25 1979-12-25 General Motors Corporation Exhaust gas recirculation control
US4185607A (en) * 1978-06-05 1980-01-29 General Motors Corporation Dual displacement engine control
US4186703A (en) * 1978-09-06 1980-02-05 General Motors Corporation Exhaust gas recirculation control
US4186702A (en) * 1978-06-02 1980-02-05 General Motors Corporation Exhaust gas recirculation control
US4196707A (en) * 1978-07-31 1980-04-08 General Motors Corporation Exhaust gas recirculation control
US4398524A (en) * 1981-07-24 1983-08-16 Ford Motor Company Exhaust gas recirculation system
US4450814A (en) * 1981-03-13 1984-05-29 Nissan Motor Company, Limited Air-fuel ratio control apparatus and method for an internal combustion engine with a turbocharger

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5512887U (sv) * 1978-07-14 1980-01-26

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2456213A (en) * 1944-12-28 1948-12-14 Pele Stanley Diesel engine air meter
US2701556A (en) * 1954-01-26 1955-02-08 Woerner Erwin Method of and apparatus for increasing the power and efficiency of internalcombustion engines
US3042014A (en) * 1961-04-12 1962-07-03 James P Malone Anti-smog means
US3507260A (en) * 1967-05-01 1970-04-21 Brooks Walker Exhaust recirculation control for an engine
US3796049A (en) * 1971-12-25 1974-03-12 Nissan Motor Exhaust gas recirculation system for an internal combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2456213A (en) * 1944-12-28 1948-12-14 Pele Stanley Diesel engine air meter
US2701556A (en) * 1954-01-26 1955-02-08 Woerner Erwin Method of and apparatus for increasing the power and efficiency of internalcombustion engines
US3042014A (en) * 1961-04-12 1962-07-03 James P Malone Anti-smog means
US3507260A (en) * 1967-05-01 1970-04-21 Brooks Walker Exhaust recirculation control for an engine
US3796049A (en) * 1971-12-25 1974-03-12 Nissan Motor Exhaust gas recirculation system for an internal combustion engine

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4004559A (en) * 1973-11-09 1977-01-25 Hitachi, Ltd. Alarm device for use in exhaust gas recirculating system
US4014302A (en) * 1975-03-14 1977-03-29 Briggs & Stratton Corporation Device to reduce the nitrogen oxide content in the exhaust gas of an internal combustion engine
US4112894A (en) * 1975-10-03 1978-09-12 Toyota Jidosha Kogyo Kabushiki Kaisha Apparatus for recirculating exhaust gases
US4105001A (en) * 1975-11-03 1978-08-08 Pierburg Gmbh & Co Kg Control mechanism for operation of an internal combustion engine
US4173955A (en) * 1976-02-18 1979-11-13 Hitachi, Ltd. Exhaust-gas recirculation system
US4041917A (en) * 1976-04-19 1977-08-16 Toyota Jidosha Kogyo Kabushiki Kaisha Exhaust gas recirculation system
US4092960A (en) * 1976-06-18 1978-06-06 Toyota Jidosha Kogyo Kabushiki Kaisha Exhaust gas recirculation system in an internal combustion engine
US4150642A (en) * 1976-07-19 1979-04-24 Aisin Seiki Kabushiki Kaisha Diaphragm-operated pressure control valve assembly
US4094287A (en) * 1976-09-07 1978-06-13 Toyota Jidosha Kogyo Kabushiki Kaisha Exhaust gas recirculation system
US4164918A (en) * 1978-02-21 1979-08-21 General Motors Corporation Exhaust gas recirculation control
US4180034A (en) * 1978-05-25 1979-12-25 General Motors Corporation Exhaust gas recirculation control
US4186702A (en) * 1978-06-02 1980-02-05 General Motors Corporation Exhaust gas recirculation control
US4185607A (en) * 1978-06-05 1980-01-29 General Motors Corporation Dual displacement engine control
US4196707A (en) * 1978-07-31 1980-04-08 General Motors Corporation Exhaust gas recirculation control
US4186703A (en) * 1978-09-06 1980-02-05 General Motors Corporation Exhaust gas recirculation control
US4450814A (en) * 1981-03-13 1984-05-29 Nissan Motor Company, Limited Air-fuel ratio control apparatus and method for an internal combustion engine with a turbocharger
US4398524A (en) * 1981-07-24 1983-08-16 Ford Motor Company Exhaust gas recirculation system

Also Published As

Publication number Publication date
DE2425673A1 (de) 1974-12-19
DE2425673B2 (de) 1975-08-28
JPS507932A (sv) 1975-01-27
CA1002835A (en) 1977-01-04
JPS5213249B2 (sv) 1977-04-13

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