WO1987001160A1 - Variable swirl suction device for engines - Google Patents
Variable swirl suction device for engines Download PDFInfo
- Publication number
- WO1987001160A1 WO1987001160A1 PCT/JP1985/000465 JP8500465W WO8701160A1 WO 1987001160 A1 WO1987001160 A1 WO 1987001160A1 JP 8500465 W JP8500465 W JP 8500465W WO 8701160 A1 WO8701160 A1 WO 8701160A1
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- WIPO (PCT)
- Prior art keywords
- engine
- intake
- cylinder
- low
- air
- Prior art date
Links
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Classifications
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- 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
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0603—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston at least part of the interior volume or the wall of the combustion space being made of material different from the surrounding piston part, e.g. combustion space formed within a ceramic part fixed to a metal piston head
-
- 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
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
- F02B23/0624—Swirl flow
-
- 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
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0696—W-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder wall
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
- F02B31/082—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets the main passage having a helical shape around the intake valve axis; Engines characterised by provision of driven charging or scavenging pumps
-
- 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B2031/006—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air intake valves
-
- 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
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/14—Direct injection into combustion chamber
-
- 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
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0645—Details related to the fuel injector or the fuel spray
- F02B23/0654—Thermal treatments, e.g. with heating elements or local cooling
- F02B23/0657—Thermal treatments, e.g. with heating elements or local cooling the spray interacting with one or more glow plugs
-
- 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
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0645—Details related to the fuel injector or the fuel spray
- F02B23/0669—Details related to the fuel injector or the fuel spray having multiple fuel spray jets per injector nozzle
-
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention provides, for example, a variable steal intake device for an engine that controls the intake air in the cylinder chamber of the direct injection type diesel engine. About the relationship.
- the cylinder head of the direct-injection diesel engine is provided with an intake port to guide air into the cylinder chamber.
- the intake valve on the turret opens and closes according to each stroke of the engine.
- HSP structure Conventionally, various means have been used to improve the mixing state of air and fuel, and one of them is an HSP structure called an HSP structure.
- HSP structure There is a technology equipped with a nozzle (forced vortex intake hole).
- This HSP structure is as shown in Fig. 1, Fig. 2A and Fig. 2B.
- reference numeral 1 indicates a cylinder liner
- 2 indicates a cylinder chamber
- 3 indicates a cylinder head
- 4 indicates an intake device.
- the intake device 4 includes an intake port 5 and an intake valve 6.
- reference numeral 7 indicates an exhaust port.
- the cylinder head 3 is provided with a fuel injection nozzle (not shown) facing the cylinder chamber 2.
- the intake port 5 is provided so as to be slightly eccentric with respect to the center of the intake valve 6 (in this case, the intake valve 6 is lowered and the intake port 5 is lowered).
- the suction air to which the water is added at the suction port 5 is led to the cylinder chamber 2, where the air flows along the circumferential direction.
- the air is forcibly formed, so that the air is well mixed with the fuel injected from the injection nozzle, thereby improving the mixing state.
- the combustion efficiency is improved.
- the ratio of the intake rotation speed to the engine rotation speed in the cylinder chamber is called a "slew ratio". It is desirable that this spool ratio can be varied from various conditions to O, which will be described later.
- Fig. 3 shows a comparison of the engine performance by alternately setting intake ports with different spool ratios in the circumferential cylinder chamber.
- the curve indicated by a is a curve with a high shoe ratio
- the curve by b is a curve with a medium shoe ratio
- the curve shown by c is a curve with a low smile ratio.
- the engine speed is low a1 for the spoil ratio a
- the engine speed is medium speed b1 for the medium spel ratio b
- the engine performance becomes the best at high speed c1. Therefore, if the spool ratio is constant, performance will be reduced in any of the engine rotation ranges.
- N products are desired to be constant constants. For this reason, as Ne increases and inj becomes longer, the spool ratio becomes smaller. Conversely, when the spool ratio is constant, the spray movement and the spool movement are matched at a low engine rotation speed Ne1. However, if the engine rotation speed is lower than the above Ne 1, ⁇ inj becomes shorter, so from equation (3), the spool ratio becomes too small, and fuel and air Mixing becomes worse. On the other hand, if the engine rotation speed rises by more than N e 1, the length of 5 inj becomes longer (from equation (3), the spool ratio becomes too large, The next spray will cause the performance to deteriorate, so that the spall ratio and the engine performance are always directly proportional.
- the engine is affected by the load on the engine speed. Therefore, the relationship between this and the spool ratio must be determined.
- the throttle ratio is low
- the throttle ratio is medium
- the throttle ratio is medium
- the throttle ratio is low. The best choice is as described earlier ( Figure 3).
- the hatched portion shown in Fig. 8 has a low spalling ratio.
- the low throttle ratio is from low load to medium load, while at high speed the low throttle ratio is irrespective of the load condition. It will be optimal.
- the gas ratio at which the amount of X generated increases increases, but the one with a low generation ratio and low pool ratio is optimal.
- the lower the ratio the smaller the heat loss absorbed from the combustion gas to the cylinder wall.
- the low power ratio is more advantageous from this point of view.
- the HSP structure is distinguished between those with a low spool ratio as shown in Fig. 9 and those with a small spool ratio as shown in Fig. 9B. It was made.
- reference numeral 2 denotes a cylinder chamber
- 6a denotes an intake valve seat
- reference numeral 5a denotes a low-spool intake port
- 5b denotes a small-spool intake port. Tepuru. High spall intake port
- Each intake valve seat 6a is divided into eight equal parts along the circumferential direction, and the numbers 1 to 8 are assigned. From each numbered position, the intake chamber from the ⁇ 1 to 4 where the intake air of the strength corresponding to the direction shown by the arrow in the figure and the length of the arrow is taken into the cylinder chamber 2.
- the cylinder rotates in the clockwise direction (+) around the center of the cylinder chamber 2, so it is referred to as a forward-spin directional component.
- the vector is naturally determined in a counterclockwise direction (-) opposite to the scroll direction due to the position of the suction chambers 5a and 5 and the cylinder chamber 2 in relation to each other. These are called inverse-scaling components.
- the length of the vertical line i from the center ⁇ ⁇ to each of the intake vectors and the product of the size of the intake vector, V i is given by Lemoment
- variable state of the spool is disclosed in, for example, Japanese Patent Publication No. 51-7243, as shown in FIGS. 10A and 0B. It is composed.
- reference numbers 1 and 2 The cylinder chamber, 15 indicates an intake port, and 16a indicates an intake valve seat.
- the suction port 5? 15 has a structure based on a low-sleeve type, and is divided into left and right parts along a partition 17. 15a and 15b, and the other port 15b is openable and closable by an open / close valve 18.
- the spool ratio can be varied as necessary, but has the following disadvantages.
- the spray-fog F... which is radially ejected from the center of the cylinder chamber 12 into the body is a solid body indicated by an arrow in the figure. Since it is only effective enough to prevent crosswinds, it is not possible to obtain a sufficient mixture of the spray F ... and the air.
- the intake air is guided through the port 15a, and passes through the end of the partition plate ⁇ 7.
- the intake air flows into the cylinder chamber from the horizontal direction (peripheral direction). In this case, the intake air amount is small. If a low cooling state is obtained, it is desirable that the intake air flow into the cylinder chamber from the vertical direction (axial direction), and the amount of intake air becomes large. .
- the intake port 15 is simply divided into two parts, and each of the state of each state is not changed. It is not possible to change the direction of intake air after switching, and it appears as a reduction in the amount of intake air in a different state.There are various other structures. Although it can be seen, it is not always possible to change the steering state while always securing a sufficient intake air volume, and the cost is adversely affected by the complicated structure .
- the present invention can reduce the NOx and the fuel consumption rate by controlling the spool of the fluid sucked into the engine according to the operating condition of the engine.
- the aim is to provide a variable steal intake system for the engine
- the structure is formed in the cylinder head of the engine and communicates with the inlet section and the peripheral section extending from the side of the cylinder head.
- An intake port provided with a vortex chamber formed so as to impart a scroll to the airflow flowing from the vortex chamber, and provided on a lower surface of the cylinder head and provided with the vortex chamber.
- the intake valve that opens and closes between the engine and the cylinder chamber, the axis of the piston sliding direction at the center of the cylinder and cylinder chamber, and the axis of the intake valve ⁇ and 3 ⁇ 4: feq line
- the spiral control passage and the circumferential slide control passage have an open end in the swirl chamber on the inlet side and an open end on the side of the cylinder head. It has a control device that controls the inflow of qi to the air.
- the airflow from the scroll control passage is a line segment connecting the axis of the piston sliding direction at the center of the cylinder chamber of the vortex chamber and the axis of the intake valve. Since it flows into the inlet section, there is a moment in the cylinder chamber to generate reverse scroll.
- FIG. 1 is a perspective view of the main part of the engine showing a conventional example
- Fig. 2A is Cross-sectional plan view of the air intake system
- Fig. 2B is a vertical cross-sectional view at B-Dii ⁇ in Fig. 2A
- Fig. 3 is a swirl ratio to general diesel engines.
- FIG. 4 is a characteristic diagram of the engine performance with respect to the engine rotation speed
- FIG. 4 is a diagram illustrating the fuel spray state
- FIG. 5 is a characteristic diagram of the injection period with respect to the engine rotation speed
- FIG. The figure also shows the characteristics of the injection time with respect to the rotation speed
- Fig. 7 shows the relation with the spall ratio.
- FIG. 8 is a characteristic diagram of the N0X generation state
- Fig. 8 is a characteristic diagram of the optimum load state with respect to the engine speed of the spur ratio
- Figs. 9A and 9B are the same.
- the state of the scroll is different, and the description of the parenthesis component is m.
- FIGS. 10A and 10B are different from each other in the state of the swirl in the conventional example.
- FIG. A is a schematic perspective view of the conventional example shown in FIG. 10A
- FIG. 11A is a schematic perspective view of the conventional example shown in FIG. 10A
- FIG. FIG. 1 is a diagram illustrating an intake state
- FIG. 1 2 is a perspective view of a main part of an engine showing a first embodiment of the present invention
- FIG. 1 3A is a cross-sectional plan view of an intake device
- FIG. Fig. B is a longitudinal sectional view taken along line B-B of Fig. 13A
- Fig. 13C is a perspective view of the core
- Fig. 4A is the spool component in a high spall state.
- Figure 14B is a diagram
- Fig. 15A is a diagram illustrating the moment in the direction of the stalk in the state shown in Fig. 15A.
- Fig. 15A is a diagram illustrating the scroll components in a low spall state
- Fig. 15B Fig. 16A is a diagram illustrating a spool direction moment in the same state
- Fig. 16A is a perspective view illustrating a low spool state
- FIG. 16B is a peripheral diagram.
- FIG. 16C is a perspective view for explaining a spray state in a low idle state
- FIG. 16C is a perspective view for explaining a spray state in a low idle state
- Fig. 19 is an exploded view of the intake port
- Fig. 19 is a perspective view of the intake port
- Fig. 20 is a plan view for selecting the opening section position
- Fig. 21 is each opening section.
- FIG. 22A is a characteristic diagram showing the relationship between the spool ratio and the flow coefficient
- FIG. 22A is a plan view of the intake device for explaining the data of FIG. 21,
- FIG. 22B is a cross-sectional view of FIG.
- FIG. 22A is a characteristic diagram showing the relationship between the spool ratio and the flow coefficient
- FIG. 23A is a plan view of the air intake system, explaining the data of FIG. 21 in FIG. 21, FIG. 23B is a cross-sectional view of FIG. 23, and FIG. FIG. 25 is a perspective view of the main part, FIG. 25 is a cross-sectional plan view of the main part of the engine showing the second embodiment of the present invention, FIG. 26 is a longitudinal side view of the same, FIG. Fig. 28 is a perspective view of the air intake device with the omission of parts, Fig. 28 is a vertical cross-sectional view of the valve control passage and the shift valve, Fig. 29 is an electric block diagram, and Fig. 3 Fig. 0 shows the ratio ratio of the second embodiment. Fig. 31 to Fig.
- FIG. 36 show the amount of NOx change when the spool ratio at points a to e in Fig. 30 is changed-fuel
- the graphs showing the consumption rate change, Fig. 37 and Fig. 38 show the change in smoke emission when the ratio of the stalls at points a and b in Fig. 30 is changed.
- ⁇ -The diagrams showing the fuel consumption rate change, Fig. 39 and Fig. 40 show the results when the spool ratio at points g and h in Fig. 30 is changed.
- Fuel consumption rate change-Diagram showing dpZ change, Pmax change, Fig. 4 and Fig. 42 show changes in the spool ratio at points i and j in Fig. 30.
- FIG. 43 is a diagram showing a change in the fuel consumption rate in each case of “/ p”, and FIG. 43 is a diagram showing a spool ratio map showing a third embodiment of the present invention.
- Fig. 44 shows the circuit diagram of the third embodiment
- Fig. 45 shows the circuit diagram of the fourth embodiment.
- Fig. 46 is a perspective view showing a typical sports port.
- Fig. 47 is a perspective view showing a typical sports port.
- FIG. 48 shows a modification of the second embodiment
- FIG. 49 shows a perspective view showing the fifth embodiment
- FIG. 50 shows a plan view showing the fifth embodiment
- FIG. 51 shows a sixth embodiment.
- FIG. 52 is an explanatory view showing the spray in the combustion chamber of the sixth embodiment.
- ⁇ ⁇ T is used in the first embodiment
- reference numeral 21 in the figure denotes a cylinder liner
- 22 denotes a cylinder
- the chamber, 23 indicates a cylinder head
- 24 indicates an intake device.
- the intake device 24 is provided on the cylinder head 23.
- Reference numeral 25 indicates an intake port of the intake device 24, 26 indicates an intake valve, 27 indicates an intake valve seat, and 28 indicates a scroll control passage.
- the intake port 25 has an inlet section 25c with an open end on the side of the cylinder head 23 and a peripheral inlet section 25.
- a substantially cylindrical vortex 25b connected to the tip of G, and a vortex extending from the outer part 25c above and winding the vortex chamber 25b from the outside. It is composed of a vortex chamber 25a formed at a location communicating with the chamber 25b.
- the intake port 25 is provided so as to be slightly “eccentric” with respect to the center of the intake valve 26. Therefore, when the external air eccentrically applied by the intake port 25 during the intake stroke or the like is guided into the cylinder chamber 22 via the intake valve seat 27, It has a shape that is suitable for obtaining a small scale ratio.
- the intake valve 26 is provided with a timing ⁇ —
- the above-described spool control passage 28 is located at a position immediately before the slow flow of the flow velocity is introduced into the cylinder chamber 22, of the intake air guided to the intake port 25.
- the opening portion 28a opens to the peripheral wall at the end of the intake port 25, and the control passage 28b introduces external air into the opening portion 28a.
- a butterfly valve 29 is provided, which opens and closes in response to a signal from the control circuit composed of a microcomputer. It will be done.
- Fig. 13.C shows the core for forming the intake device 24. This
- the low spool condition can be explained from Fig. 15A and Fig. 15B. In other words, see Fig. 14A and Fig. 5A. And divide it into eight equal parts, and give them the numbers 8 and 7. The position of each number is in the direction indicated by the arrow in the figure, and the intake air having a strength corresponding to the length of the arrow is sucked into the cylinder chamber 22. Spools with numbers 1 to 4 The minute is in the clockwise direction (+), which is formed in the cylinder chamber 22 and the suction direction to the intake port 25 is formed once per center of the cylinder chamber 22. As a result, the components are in the direction of the thread, and these moments are the moments in the direction of the thread.
- the spool components of Nos. 5 to 8 rotate counterclockwise (-) around the center 01, so they become reverse spool components. These moments are reverse momentum moments. That is, the line segment A connecting the center 0 1 to the center 0 2 is also shown in FIG.
- ⁇ 2 is the center point of the intake valve seat 27.
- the spool control passage 28 since the spool control passage 28 is closed, the moment in the spool direction is reduced. The difference between the sum and the sum of the inverse-slope moments is sufficiently large ⁇ , resulting in a high-spool state as a whole.
- the intake air since the spool control passage 28 has been opened, the intake air has been blocked from the beginning. It is led to the under room 22, and especially the moment in the reverse direction near the numbers 6 and 7 becomes large. The sum of the momentum in this direction approaches the sum of the momentum in the forward direction.
- the illumination direction high-speed wheel (indicated by the white arrow in the figure) from the suction port 25 and the scroll control passage
- the counterscrews (indicated by black arrows in the figure) from the opposite direction interfere with each other in the cylinder chamber 22 to generate two droplets with different rotation directions.
- a lot of small 13 ⁇ 4 ⁇ 3 ⁇ 4 - ⁇ > ⁇ causes turbulence around these. The turbulence of these many vortices is reduced by the compression stroke.
- Fig. 16C which improves the mixing of the spray F ... and air, improves the combustion efficiency, and reduces the smoke and exhaust gas.
- the intake is smooth at the minimum necessary speed along the streamlined smooth intake port 25 shape shown in FIG.However, since it is guided to the cylinder chamber 22 from the entire circumference of the intake valve seat 27, the scale is large and the amount of intake air is very large. .
- the opening 28 a of the scroll control passage 28 may adversely affect the flow of intake air in the intake port 25.
- the peripheral diagram is a developed view of the intake port 25, and each arrow represents the direction and strength of intake air at each position of the intake port 25.
- Reference numeral a indicates the inlet side of the intake port 25, and the valve a approaches the intake valve seat 27 in the following manner.
- the symbol k is the terminal end of the intake port 25, and the opening portion 28a is provided on the peripheral wall.
- the intake port 25 has a spiral shape, so that the flow velocity of the intake air increases.
- near the end points i, j, and k
- the intake port 25 is of a high-sleeve type, as shown in Fig. 19, the ceiling of the vortex chamber 25a at the end of the port is shown in FIG.
- the low-sleeve type shown by the broken line can be made even lower, and the inclination angle can be made smaller. Further, the protrusion 1 of the port winding end portion 25b is reduced, and it is easy to form.
- the change ratio of the spool ratio is large in the order of numbers 7, 6, 8, and 1, and the change width of the number 2 or 5 is small in the order of numbers 7, 6, 8, and 1. .
- numbers 6 and 7 have a large increase in the flow coefficient.
- Numbers 1 to 5 and 8 have a small increase.
- '' a ⁇ ⁇ 3 ⁇ 4
- the change P is due to the i; ta found in the conventional Japanese Patent Publication No. 51-7243.
- Fig. 24 shows the positions of the opening sections of the above numbers 6, 7, 8, and 1.
- 6 ′, 7 ′, 8 ′, and 1 ′ are located immediately above the respective numbers 6, 7, 8, and 1. What we can get from our earlier conclusions.
- the air flow which causes the reverse scroll to be generated in the direction shown in Fig. 14 of the first embodiment 4 is shown in the cylinder chamber from the region 5 to 8 in the diagram.
- the inflow into 22 was studied in detail.
- the air flow in the spool port is along the a-a 'line, and the air flow from the above areas 5 to 8
- the inventor of the present invention determined that it would flow into the chamber. That is, the flow along the line aa 'enters the sprue port from the upper part of the inlet and descends sharply near the intake valve.
- the scroll control passage 28 of the first embodiment is connected to the vortex chamber 25 b in the manner shown in FIGS. 14A and 14B. It is clear that in the range of 5 to 8, it is better to reduce the inclination angle ⁇ with the axis of the intake valve. Therefore, as a result of further experiments, the inclination angle S was 0 ° ⁇ ⁇ ⁇ ⁇ 0. We have found that the range is preferred. That is, when the temperature is 0 ° or less, the intake valve 26, the fuel injection nozzle, and the like become obstacles when arranging the spool control passage 28, and 70.
- the present invention is not limited to this. Needless to say, it can be applied to engines as well, but the butterfly valve 29 in the first embodiment was completely opened and closed.
- the present invention is not limited to this, and it can be said that a mid-open state and a mid-sleeve state can be obtained. Is obtained. Therefore, it is not always necessary to use a valve for the valve, but a valve that can adjust the opening.
- opening portion 28a is communicated with the control passage 28b to form the spool control passage 28, the invention is not limited to this, and external air is introduced. It may be a simple hole.
- the control passage 28 b is vertical but may be horizontal, or may branch off from the intake port 25, which requires an opening and closing valve in the middle. Of course.
- FIG. 25 and FIG. 26 the intake device 24 is mounted on a cylinder 23 and a suction manifold 40. , An intake port 25 communicating with each of the cylinder chambers 22, an intake valve seat 26, a pump intake valve 27, and an opening portion 28 a in a peripheral wall near each of the intake valves 27.
- Each of the slide control passages 28 having the following shape is formed in the cylinder head 23, and
- the main branch pipes 41 communicating with the port 25 and the sub-branches 4.2 communicating with the spool control passages 28 and the two branch pipes 41 and 42 are shown and illustrated.
- An intake manifold 40 is formed from the collecting portion 43 communicating with the main cleaner and the shut-off valve 29 ′ provided on each of the sub-branches 42. Tepuru. Note that the spool control passage 28 opens on the peripheral wall at the end of the winding of the vortex chamber 25 a provided at the tip of the intake port 25.
- the shut-off valve 29 ′ is rotatably provided at an opening on the other end of the scroll control passage 28. If you give a detailed explanation, this will be the one shown in Fig. 27 and Fig. 29, and will be one round bar.
- the shaft valve 29 ' is formed by cutting both sides of the middle part of 29' to form a valve 29 ', leaving only the part along the axial direction thin. .
- the vertical dimension h of the sub-branch pipe 42 is smaller than the diameter d ⁇ of the shaft valve 29 ′, so that the shaft valve 29 ′ is vertical. If it turns in the direction, the sub-branch 42 will be completely closed, and it will be opened by turning in either direction, and the flow rate will be adjusted. .
- the shut-off valve 29 ′ is in the fully open state along the horizontal direction.
- the shaft 29 ⁇ ⁇ is provided with a mounting hole 4 2, which is provided in the longitudinal direction of the intake manifold 40, in a direction perpendicular to the axis of the intake manifold 40. a from the right end of Fig. 25 and fit each thin-walled portion 30a to the scale control passage 29, making it extremely easy to install. Then, only the left end protrudes from the intake manifold 40 and the drive mechanism 31 which is a drive motor and is connected to ⁇ _ mechanically.
- Reference numeral 31 denotes an angle sensor for detecting the rotation angle of the shaft 29.
- the drive mechanism 31 is provided with a detector 33 for detecting the engine rotation speed and a detector for detecting the stepping angle of the actuator, and a detector for directly detecting a load state. Is electrically connected to a control circuit 35 consisting of a microcomputer etc. that receives a detection signal from each of the detection objects 34 that detect the
- the intake air to which “eccentricity” has been applied by the intake port 25 is discharged.
- the swirl is guided to the under-chamber 22 where the swirl is forcibly formed along the circumferential direction. This air mixes with the fuel injected from the injection nozzle (not shown) and burns.
- the control signal is received from the detection stops 33, 34 that detect the stepping angle (load) of the engine speed and the accelerator pedal.
- the circuit 35 is received by the circuit 35, and the drive mechanism 3 and n its sending a rotation signal, a sheet catcher full Bok 2 9 ⁇ the rotational angle which is rotated Ri Yo to the drive mechanism 3 1 by detecting Ri Yo angle cell down support 3 2, the control circuit 35 Keeps the drive mechanism 31 operating until the rotation angle reaches the predetermined rotation angle.
- the control device consists of a shift valve 29 ', a shaft 29, a drive mechanism 31, an angle sensor 32, detectors 33, 34, and a control circuit 35.
- the engine is started, and the detectors 33 and 34 are moved from the engine rotation speed and the accelerator pedal depression angle to the region L in FIG.
- the control circuit 35 is driven when the load and the entire speed range are detected.
- ⁇ Operate the structure 3 ⁇ , rotate the shaft 29 ⁇ , and fully open the shaft valve 29 ′.
- a large amount of air flows from the secondary branch pipe 42 into the spool control passage 28, and mixes with the main air flowing from the intake port 25 through the vortex chamber 25 a. Is sucked into the cylinder chamber 22.
- the air flowing from the spool control passage 28 increases the speed component of 5 to 8 as shown in FIG. 14A, and increases the reverse spool. Positive scales are a small correction with a spur ratio of 2.5.
- air also flows in from the spool control passage 28.
- the detectors 33 and 34 change the range of M in Fig. 3 (low-speed low-load, medium-speed medium-load).
- the control circuit 35 activates the drive mechanism 3 to rotate the shaft 29 ⁇ to open the shaft valve 29 ′ to the middle degree. In this way, the outflow from the spool control passage 28
- control circuit 35 When the control circuit 35 detects the region H (low-speed, medium-high load) in Fig. 30, it closes the shut-off valve 29 '. Air does not flow out of the control passage 28, and a strong scroll is generated in the cylinder chamber 22.
- the control circuit 35 activates an electronic timer (not shown) of the fuel injection pump to cause the fuel injection timer to operate.
- the fuel consumption rate was reduced by advancing the simulation, and when the engine speed ratio reached 85%, the fuel consumption was reduced. Injection timing can be advanced to further improve the fuel consumption rate at low spalls.
- the selection of the map in FIG. 30 and FIG. 43 depends on the temperature 1 ⁇ from the thermistor 37 provided in the case accommodating the control circuit 35. 75 K- In other words, when the ambient temperature in which the case is provided falls below the specified value, the thermistor
- the resistance value of 37 becomes more than the predetermined value, and the signal from the con- nector 38 turns the multi-shot multi-pole 39 to ⁇ N. Then, the control circuit 35 determines that the engine is operating at a low temperature according to the rising signal of the shortcut multi-processor 39, and Select the map shown in Fig. 43, which is stored in the memory, and select the map shown in Fig. 43 from the number of rotations of the engine from the detectors 33 and 34 and the stepping angle of the accelerator pedal. The drive mechanism 31 is actuated to control the opening degree of the shut-off valve 29 'at the moment when the map has the above-mentioned ratio.
- the multi-batch multi-blade 39 is turned off, and the multi-batch multi-plane is turned off.
- the control circuit 35 detects the falling signal of the data 39, the circuit 35 outputs the 30th memory stored in the RO. Select the map shown in the figure and read the spool ratio of the above map from the engine speed and the accelerator pedal depression angle. Operate the drive mechanism.
- the low-temperature state of the engine was detected by the thermistor 39 provided in the case of the control circuit 35 in order to simplify the circuit, but from the cold S3 water temperature. Detect it.
- the load on the engine rapidly increases along with D ⁇ in FIG. 45.
- the number of revolutions increases rapidly during the lap.
- the governor's action the engine reaches point F, which is referred to as eight yards.
- point F which is referred to as eight yards.
- the spool ratio map shown in Fig. 30 if the drive structure 31 is activated, the change in the engine load and the rotational speed will occur due to the operation delay of the drive mechanism 31). If this is not the case, the vehicle will temporarily enter the diesel-fuel ratio state in the engine rotation range, and N 0 X will be generated.
- the control circuit 35 sets the spool ratio map shown in FIG. 45 described in the fixed time R0M. This will result in a high throttle ratio in the low, medium and low load regions of the engine, and a low throttle ratio in other regions. Step on When the engine operates according to the D line and the engine first enters the low-speed, medium-load range, the control circuit 35 changes from a high spall ratio to a low spall ratio. The drive mechanism 31 is activated, but the response delay of the drive mechanism 31 occurs.
- the throttle valve 29 ' substantially maintains the high spur ratio until the middle speed and high load range is reached, and the shutoff valve 2 9' reaches the middle speed and high load range.
- the 9 ' is gradually opened and substantially contaminates the mid-spool ratio until a high speed and high load is reached, and a low spalls ratio is reached at a high speed and high load. Therefore, N 0 X can be sufficiently reduced.
- the shaft 29 is rotated by a motor, but the shaft 29 is rotated by hydraulic, pneumatic, magnetic, or other power. Let me move (
- the cross-sectional area of the sub-branch pipe 42 connected to the shut-off valve 29 ′ and the connection to the spool control passage 28 are reduced.
- the ratio of the cross-sectional area I of the sub-branch 42 to the cross-sectional area I is particularly preferably 1 ⁇ I / I ⁇ 2. If it is less than 1, the amount of air flowing into the spool control passage 28 is insufficient, and if it is more than 2, the suction resistance in the sub-branch 42 is large.
- the ratio of the cross-sectional area J of the sub-branch pipe 42 of the intake manifold 40 to the cross-sectional area K of the main branch pipe 41 is preferably in the range of ⁇ . If it is less than 16 degrees, a sufficient reverse scroll cannot be generated during the rotation, and a low scale ratio cannot be obtained. If it is more than 1 2, the amount of intake air at the time of scrolling is small, and output cannot be obtained. Further, the ratio of the cross-sectional area L of the intake port 25 to the cross-sectional area M of the scroll control passage 28 is preferably 0.15 ⁇ MZL ⁇ 0.35. When it is 'less than 0.15', the cross-sectional area M is too small, so that the difference between the small and small pools becomes small, and when it exceeds 0.35, it becomes small. The flow coefficient at the time of the rule ratio decreases.
- the intake manifold 40 separates the sub-branch pipe 42 and the main branch pipe 4 from the collecting section 43, but the collecting section 4 3 may be eliminated, and the sub-branch 42 and the main branch 41 may be directly connected to the duct communicating with the ecleaner.
- the shaft valve 29 ′ is formed by cutting both sides of the middle of the shaft 29, but is not formed.
- the shut-off valve 29 ' is formed by cutting out the middle part of the shift 29' to form an opening having a height h1. You can also get it.
- This height h1 is approximately the same as or smaller than the height dimension h of the sub-branch tube 42.
- the shaft 29 ⁇ has a relatively small diameter, and a part of the shaft 29 ⁇ is cut and flattened. Attach the thin plate 29 ⁇ to the screw to form a shaft valve 29 '.
- the intake device 24 applied in the second embodiment is applied to an engine having two intake valves 26. Therefore, the same reference numerals are given to the same components as those of the second embodiment, and the description is omitted.
- the first suction mechanism 24 4 ′ is formed around the suction device of the second embodiment, and is composed of an intake mechanism 24 4 ′ and a second suction mechanism fe 4 fe. 25, vortex chambers 25a and 25b, intake valve 26, spool control passage 28, sub-branch 42, main branch 41, and shut-off valve 29 ' Tepuru.
- the second intake mechanism 24 is formed around the intake device of the second embodiment, and has an intake port 25, an intake chamber 25 ′ a, a 25 ′ b intake valve 26 ′, and a space. It has a control passage 28 ′, a sub-branch 42 ′, a main branch 41 ′, and a shut-off valve 29 ′.
- the intake valve 26 'of the second intake mechanism 24' is also connected to the intake manifold 4 'side of the intake valve 26' of the first intake mechanism 24 '.
- the center 0 2 ′ of the intake valve 26 ′ is connected to the center 0 1 of the cylinder chamber 22 and connects the center 0 2 of the intake valve 26 to the center 01.
- Opening of the cylinder head 23 ⁇ ⁇ of the intake port 25 ′ is located within the angle range 0 surrounded by the line B and the line A perpendicular to the line A. Is located below the vortex chamber 25 ′, and the streamline D of the intake port 25 ′ flows from the intake valve 26, flowing in the forward direction to the air / air spool. Teru.
- the engine of the second embodiment is provided with a spark plug, and 21 is a piston. .
- An adiabatic combustion chamber 21 is provided at the head of the piston 21.
- the ripened combustion chamber 211 is a separate example from the piston 21.
- the outer peripheral surface of the combustion chamber component 2 1 2 has a plurality of legs. 5 ⁇
- this combustion chamber constituent member 2 1 2 is fixed to a recess 2-1 a formed in the head of the piston 21 by means of, for example, a loose body.
- a fuel injection nozzle 215 and an ignition plug 216 formed by an ignition member are provided opposite to the mature combustion chamber 211 configured in this manner. .
- the tips of these fuel injection nozzles 21 and the spark plugs 26 project into the combustion chamber 211 with the piston 21 positioned at the top dead center.
- control circuit 35 selects the pulse ratio of H., L shown in FIG. 30 according to the rotation speed and load of the engine, and the control circuit 35 selects the drive structure 3. Activate
- variable steal intake of the engine according to the present invention is described above.
- the HSP is useful for engines that use direct-injection diesel-cooled alcohol as fuel, improves the mixing state of air and fuel, and improves combustion efficiency.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ceramic Engineering (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
Claims
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP85904151A EP0235288B1 (en) | 1985-08-23 | 1985-08-23 | Variable swirl suction device for engines |
GB8709344A GB2188983B (en) | 1985-08-23 | 1985-08-23 | Internal combustion engine having a variable swirl intake apparatus |
AU47734/85A AU579185B2 (en) | 1985-08-23 | 1985-08-23 | Variable swirl suction device for engines |
US07/052,048 US4834035A (en) | 1985-08-23 | 1985-08-23 | Variable swirl intake apparatus for engine |
PCT/JP1985/000465 WO1987001160A1 (en) | 1985-08-23 | 1985-08-23 | Variable swirl suction device for engines |
DE3590834T DE3590834C2 (de) | 1985-08-23 | 1985-08-23 | Einlaßanordnung mit veränderbarem Wirbel für eine Brennkraftmaschine |
US07/325,156 US4909210A (en) | 1984-03-23 | 1989-03-17 | Variable swirl intake apparatus for engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP1985/000465 WO1987001160A1 (en) | 1985-08-23 | 1985-08-23 | Variable swirl suction device for engines |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1987001160A1 true WO1987001160A1 (en) | 1987-02-26 |
Family
ID=13846543
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP1985/000465 WO1987001160A1 (en) | 1984-03-23 | 1985-08-23 | Variable swirl suction device for engines |
Country Status (5)
Country | Link |
---|---|
US (2) | US4834035A (ja) |
EP (1) | EP0235288B1 (ja) |
AU (1) | AU579185B2 (ja) |
GB (1) | GB2188983B (ja) |
WO (1) | WO1987001160A1 (ja) |
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GB2242228A (en) * | 1990-03-24 | 1991-09-25 | Rover Group | I.c engine charge swirl inlet arrangement |
GB2257471B (en) * | 1990-03-24 | 1993-11-17 | Rover Group | An inlet arrangement for an internal combustion engine |
US5549088A (en) * | 1991-02-21 | 1996-08-27 | Yamaha Hatsudoki Kabushiki Kaisha | Induction system for engine |
EP0500123B1 (en) * | 1991-02-21 | 1995-09-27 | Yamaha Hatsudoki Kabushiki Kaisha | Induction system for an internal combustion engine |
DE69221651T2 (de) * | 1991-02-21 | 1997-12-11 | Yamaha Motor Co Ltd | Einlasssystem für eine Brennkraftmaschine |
US5359972A (en) * | 1991-02-21 | 1994-11-01 | Yamaha Hatsudoki Kabushiki Kasha | Tumble control valve for intake port |
US5487365A (en) * | 1991-02-21 | 1996-01-30 | Yamaha Hatsudoki Kabushiki Kaisha | Induction system for engine |
US5370098A (en) * | 1991-04-20 | 1994-12-06 | Yamaha Hatsudoki Kabushiki Kaisha | Air intake system for gas fueled engine |
US5311848A (en) * | 1991-07-18 | 1994-05-17 | Yamaha Hatsudoki Kabushiki Kaisha | Induction system for engine |
US5553590A (en) * | 1992-07-14 | 1996-09-10 | Yamaha Hatsudoki Kabushiki Kaisha | Intake control valve |
US5267543A (en) * | 1992-12-21 | 1993-12-07 | Ford Motor Company | Dual induction system for internal combustion engine |
DE69411787T2 (de) * | 1993-02-05 | 1998-12-03 | Yamaha Motor Co Ltd | Ansaugsystem und Verfahren zum Betrieb eines Motors |
JPH07119592A (ja) * | 1993-09-06 | 1995-05-09 | Yamaha Motor Co Ltd | 燃料噴射式2バルブエンジン |
US5671712A (en) * | 1994-01-25 | 1997-09-30 | Yamaha Hatsudoki Kabushiki Kaisha | Induction system for engine |
US5720255A (en) * | 1994-02-14 | 1998-02-24 | Yamaha Hatsudoki Kabushiki Kaisha | Control valve for multi-valve engine |
JP2814346B2 (ja) * | 1994-03-28 | 1998-10-22 | 株式会社いすゞセラミックス研究所 | ディーゼルエンジンの燃焼室構造 |
JP3506769B2 (ja) * | 1994-06-14 | 2004-03-15 | ヤマハ発動機株式会社 | エンジンの吸気制御装置 |
DE69414557T2 (de) * | 1994-06-15 | 1999-04-01 | Yamaha Motor Co Ltd | Zylinderkopfanordnung für eine Mehrventil-Brennkraftmaschine mit obenliegender Nockenwelle |
JPH0828284A (ja) * | 1994-07-20 | 1996-01-30 | Yamaha Motor Co Ltd | 4サイクルエンジンの吸気装置 |
JPH0874585A (ja) * | 1994-08-31 | 1996-03-19 | Yamaha Motor Co Ltd | 4サイクルエンジンの吸気制御装置 |
FR2724414B1 (fr) * | 1994-09-09 | 1997-04-11 | Peugeot | Moteur a allumage par compression a injection directe a vortex reglable |
US5765525A (en) * | 1994-12-15 | 1998-06-16 | Ford Global Technologies, Inc. | Intake system for an internal combustion engine |
JP3202571B2 (ja) * | 1996-01-05 | 2001-08-27 | 株式会社日立製作所 | エンジン制御装置 |
JP3514083B2 (ja) * | 1997-07-31 | 2004-03-31 | 日産自動車株式会社 | 筒内直接噴射式火花点火エンジン |
JP2002180894A (ja) * | 2000-12-12 | 2002-06-26 | Toyota Motor Corp | 内燃機関の制御装置 |
AT5487U1 (de) | 2001-01-29 | 2002-07-25 | Avl List Gmbh | Einlasskanalanordnung für eine brennkraftmaschine |
GB2408999A (en) * | 2003-12-12 | 2005-06-15 | Ford Global Tech Llc | Cylinder head for an internal cumbustion engine |
JP4680828B2 (ja) * | 2006-05-11 | 2011-05-11 | 本田技研工業株式会社 | エンジンの吸気ポ−ト構造 |
EP2131025A1 (en) | 2008-06-06 | 2009-12-09 | General Electric Company | Intake channels for internal combustion engines |
FR2932219A3 (fr) * | 2008-06-09 | 2009-12-11 | Renault Sas | Dispositif d'admission d'air a conduit divise en parties disymetriques |
JP2012180798A (ja) * | 2011-03-02 | 2012-09-20 | Honda Motor Co Ltd | 車両の吸気装置 |
US20140366837A1 (en) * | 2012-08-16 | 2014-12-18 | Gerald John Wawrzeniak | Split-cycle-engine multi-axis helical crossover passage with geometric dilution |
JP6286648B2 (ja) | 2013-09-25 | 2018-03-07 | アニスン エコテック ピー リミテッド | 自冷式エンジン |
FR3038658B1 (fr) * | 2015-07-09 | 2018-10-26 | Psa Automobiles Sa. | Moteur diesel a piston a bol ouvert a rendement optimise |
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JPS6032009B2 (ja) * | 1981-08-03 | 1985-07-25 | トヨタ自動車株式会社 | ヘリカル型吸気ポ−ト |
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1985
- 1985-08-23 EP EP85904151A patent/EP0235288B1/en not_active Expired - Lifetime
- 1985-08-23 WO PCT/JP1985/000465 patent/WO1987001160A1/ja active IP Right Grant
- 1985-08-23 GB GB8709344A patent/GB2188983B/en not_active Expired - Fee Related
- 1985-08-23 US US07/052,048 patent/US4834035A/en not_active Expired - Fee Related
- 1985-08-23 AU AU47734/85A patent/AU579185B2/en not_active Ceased
-
1989
- 1989-03-17 US US07/325,156 patent/US4909210A/en not_active Expired - Fee Related
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JPS56171627U (ja) * | 1980-05-23 | 1981-12-18 | ||
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Also Published As
Publication number | Publication date |
---|---|
GB2188983B (en) | 1990-04-25 |
AU579185B2 (en) | 1988-11-17 |
GB8709344D0 (en) | 1987-05-28 |
EP0235288B1 (en) | 1992-07-01 |
US4834035A (en) | 1989-05-30 |
AU4773485A (en) | 1987-03-10 |
US4909210A (en) | 1990-03-20 |
EP0235288A4 (en) | 1989-03-16 |
EP0235288A1 (en) | 1987-09-09 |
GB2188983A (en) | 1987-10-14 |
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