GB2032544A - Creation of Inventions and Patents with Artificial Intelligence

GB2032544A – Change-speed gear shiftable only on clutch disengagement
– Google Patents

GB2032544A – Change-speed gear shiftable only on clutch disengagement
– Google Patents
Change-speed gear shiftable only on clutch disengagement

Download PDF
Info

Publication number
GB2032544A

GB2032544A
GB7933791A
GB7933791A
GB2032544A
GB 2032544 A
GB2032544 A
GB 2032544A
GB 7933791 A
GB7933791 A
GB 7933791A
GB 7933791 A
GB7933791 A
GB 7933791A
GB 2032544 A
GB2032544 A
GB 2032544A
Authority
GB
United Kingdom
Prior art keywords
valve
clutch
connection
shifting
slave cylinder
Prior art date
1978-09-30
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)

Granted

Application number
GB7933791A
Other versions

GB2032544B
(en

Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

ZF Friedrichshafen AG

Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date 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 date listed.)
1978-09-30
Filing date
1979-09-28
Publication date
1980-05-08

1979-09-28
Application filed by ZF Friedrichshafen AG
filed
Critical
ZF Friedrichshafen AG

1980-05-08
Publication of GB2032544A
publication
Critical
patent/GB2032544A/en

1983-05-18
Application granted
granted
Critical

1983-05-18
Publication of GB2032544B
publication
Critical
patent/GB2032544B/en

Status
Expired
legal-status
Critical
Current

Links

Espacenet

Global Dossier

Discuss

Classifications

B—PERFORMING OPERATIONS; TRANSPORTING

B60—VEHICLES IN GENERAL

B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT

B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle

B60W30/18—Propelling the vehicle

B—PERFORMING OPERATIONS; TRANSPORTING

B60—VEHICLES IN GENERAL

B60W10/00—Conjoint control of vehicle sub-units of different type or different function

B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches

B—PERFORMING OPERATIONS; TRANSPORTING

B60—VEHICLES IN GENERAL

B60W10/00—Conjoint control of vehicle sub-units of different type or different function

B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings

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

Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC

Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION

Y10T137/00—Fluid handling

Y10T137/8593—Systems

Y10T137/87169—Supply and exhaust

Y10T137/87217—Motor

Y10T137/87225—Fluid motor

Description

1
GB 2 032 544 A 1
SPECIFICATION
Shifting system for gearboxes
This invention relates to a shifting system for a gearbox, for example of a motor vehicle, 5 comprising a change-speed gear operable in dependence on pressure medium, a clutch operatively connected to the change-speed gear and a clutch slave cylinder operating when a clutch pedal is actuated to engage and disengage 10 the clutch.
Multi-ratio gear units are known which can be operated directly or indirectly by compressed air and can have a number of shifting groups. In the case of motor vehicles, more particularly building site 15 vehicles, such gear units are generally subjected to heavy loading. Hitherto the clutch linkage has been provided with devices to prevent the gear unit from being destroyed by being shifted when the clutch was engaged. However, the driver could 20 still manipulate such devices to enable him to shift the gear unit without completely releasing the clutch, the result being damage to the gear unit.
Taking this as the starting point, it is an object of the invention to provide for pressure-medium-25 influenced gear units a shifting system which ensures that the gears can be shifted only when the clutch is completely disengaged. More particularly the shifting system is so constructed that it cannot be readily manipulated to render it 30 inoperative.
Accordingly, the present invention consists in a •shifting system for a gearbox, comprising a change-speed gear operable in dependence on pressure medium, a clutch operatively connected 35 to the change-speed gear, a clutch slave cylinder operative when a clutch pedal is actuated to engage and disengage the clutch, and a shifting valve, mounted on the clutch slave cylinder and operatively connected thereto via an entraining 40 device, for clutch-dependent control of the pressure medium to the change-speed gear.
The shifting valve is a three-connection-two position valve and is so associated in a constructionally very simple manner with the 45 clutch slave cylinder that after assembly the valve can no longer be manipulated i.e., tampered with—from outside. By means of a very simple entraining device engaging with the clutch slave cylinder adjusting member, the shifting valve can 50 be actuated, boosted by spring force, to open up the pressure medium supply to the gear unit only when the clutch is disengaged. The actuation of the clutch and the blocking or unblocking of the gear unit is effected in a sequence pre-determined 55 in time, without the possibility of detrimental action from outside. This is particularly advantageous when such gear units are used for building site vehicles—i.e., utility vehicles—in which the gears are shifted frequently and 60 therefore for a relatively short time.
The shifting valve is so constructed that the entraining forces to be exerted by the clutch slave cylinder are very low, a feature which has a positive effect on shifting frequency with the opening and closure of the pressure medium supply to the gear unit and also means that not too heavy a load is placed on the adjusting device provided in the clutch.slave cylinder and acting via a pin on the shifting valve.
The shifting valve can be used for gear units of any construction—i.e., for gear units having a pressure medium shift lock, or pneumatic or hydraulic change-speed gears which are shifted by being acted upon by a pressure medium, and not mechanically. In any case the shifting valve ensures that the pressure medium supply to the gear unit is interrupted as long as the clutch is still engaged.
In order that the invention may be more readily understood, reference is made to the accompanying drawings which illustrate diagrammatically and by way of example an embodiment thereof, and in which:—
Fig. 1 is a diagrammatic view, showing the relationship with the gear unit of a shifting valve mounted on a clutch slave cylinder, and
Fig. 2 is an enlarged sectional view of the clutch slave cylinder and the shifting valve secured thereto, according to the invention.
Fig. 1 shows a change-speed gear arrangement which has the shifting valve according to the invention and can be used on motor vehicles, working machines and the like. Referring to Fig. 1, a clutch 1 operates to connect a shaft 3,
connected to a driving engine, to a shaft 5. The shaft 5 is connected to a gear unit 7 whose output shaft 9 is connected to the driving wheels of a motor vehicle or to some other members to be driven. The gear unit 7 can be constructed in any manner as a multi-ratio change-speed gear with a plurality of transmission groups and is actuated by a shifting linkage 11. According to the invention the shifting linkage 11 can become operative only when the line 13 shown in Fig. 1 is supplied with pressure medium, for example compressed air.
Associated with the gear unit 7 is a constructional unit comprising a clutch slave cylinder 15 and a shifting valve 17, which is connected via a line 19 to a compressed air reservoir 21. Issuing into the clutch slave cylinder 15 is a line 23 connected to a master cylinder 27 actuatable by a clutch pedal 25. Extending from the left hand end of the clutch slave cylinder 15, as viewed in the drawing, is a push rod 29 which acts on the end of a clutch lever 33 which is pivotable around a pin 31 or similar bearing element. The clutch lever 33 acts, in known manner, via a yoke member on the clutch 1 so that when the clutch lever 33 is pivoted anti-clockwise as viewed in the drawing, the clutch 1 is engaged.
Fig. 2 illustrates in detail the relationship of the shifting valve 17 with the clutch slave cylinder 15. A cylindrical plunger 35 is disposed inside the clutch slave cylinder 15 in the prolongation of the push rod 29. At its right hand, as viewed in Fig. 2, the plunger 35 is sealed by a seal 37 to prevent hydraulic fluid supplied via line 23 and connection 85 from escaping. An adjusting ring 39 acting by frictional connection is slipped on th& left hand
65
70
75
80
85
90
95
100
105
110
115
120
125
2
GB 2 032 544 A 2
end of the plunger 35, as viewed in Fig. 2. The adjusting ring 39 is of known construction and if necessary acts by frictional connection to make up for any wear occurring on the clutch. The outer 5 periphery of the adjusting ring 39 is formed with a groove 41, in which engages a pin 43 of the shifting valve, which pin acts as an entraining element in the manner more particularly described hereinafter. At the right hand end of the plunger 10 35, as viewed in Fig. 2, a spring 45 is provided which when the clutch pedal 25 is actuated, boosts the effect of the hydraulic fluid to displace the plunger 35.
The shifting valve 17 shown mounted on the 15′ clutch slave cylinder 15, but not confined to such position, has at its left hand end, as viewed in Fig. 2, a chamber 47 in which a sliding piece 49 engaging the pin 43 is displaceably arranged. The sliding piece 49 is screwed on to one end of a bolt 20 51 and can be secured in its position thereon by securing elements (not shown).
At the other end the bolt 51 is guided by means of a widened portion 53 in a part of the shifting valve casing. The shifting valve 17 has an outlet 25 port 55 connected to the line 13, and an inlet port 57 connected via the line 19 to the reservoir 21. A further output port 59, which may incorporate an anti-splash device, is connected to the atmosphere. The bolt 51 extends, sealed by 30 sealing rings 61 ;63, through a valve chamber 65 and bears an outlet seat 67 at the transition to the portion 53. In the manner described hereinafter, the outlet seat 67 can displace a valve ring 69 which has a sleeve-shaped prolongation 71 35 coaxially surrounding part of the bolt 51 and which is acted upon by the force of two springs 73;75, engaging therewith in parallel. The outer spring 73 bears in the manner illustrated against the shoulder of a widened portion of the chamber 40 65 while the inner spring 75 bear against the left-hand end of the chamber 65 (as viewed in Fig. 2). Disposed at the right-hand end face of the valve ring 69 is a rubber seal 77 which bears against an inlet seat 79, as shown in Fig. 2. In this position 45 the pressure medium communication between the inlet port 57 and outlet port 55 is blocked, while communication is open between the outlet port 55 and the outlet port 59 connected to atmosphere.
50 At the left-hand end of the bolt 51, as viewed in Fig. 2, a spring 81 bears against the sliding piece 49 and the opposite inside wall of the valve casing such that the spring 81 exerts a thrust directed against the force of the springs 73 and 75. In one 55 embodiment the force of the spring 81 may be approximately 3 kp, the joint force of the springs 73 and 75 being approximately 7 kp. The two springs 73, 75 in this manner therefore secure the so-called zero position of the shifting valve—i.e., 60 that position in which the output port 55 is vented to atmosphere, and there is no communication between the inlet port 57 and outlet port 55. The shifting valve operates as follows:—
In the so-called zero position the outlet port 55 65 is vented to atmosphere in the manner stated hereinbefore; since the line 13 is unpressurised, the gear unit 7 cannot be actuated by the actuation of the shifting linkage 11 or by any other mechanical means. In this position of the shifting valve the clutch 1 is engaged—i.e., torque is transmitted between the shaft 3 and the output shaft 9.
When the clutch pedal 25 is actuated, the clutch slave cylinder 15 is acted upon via the line 23, so that the plunger 35 effects a movement directed to the left, as viewed in Fig. 2. The push rod 29 pivots the clutch lever 33, so that after a predetermined partial stroke (the release travel) the clutch 1 is disengaged. During this leftward movement of the plunger 35, the pin 43 so acts as an entraining member that the sliding piece 49 is moved to the left inside the chamber 47. This movement is supported by the spring 81. After the partial stroke corresponding to the clutch disengagement travel, the outlet seat 67 abuts the rubber seal 77 disposed on the valve ring 69—i.e., the outlet seat is closed. At the same time the inlet seat 79 is opened, since the outlet seat disposed on the portion 53 lifts the valve ring 69 off the inlet seat 79 against the force of the springs 73,75. The bolt 51 therefore moves against the joint force of the springs 73 and 75, while the spring 81 reduces the actuating force by counteracting the springs 73,75. Such reduction is particularly advantageous since the actuating force in the clutch slave cylinder 15 to be exerted via the pin 43 should not become excessive because of the use of the adjusting ring 39 operating in the manner of a slipping clutch.
This closure of the outlet seat 67 blocks communication between outlet port 55 and the venting port 59, while the opening of the inlet seat 79 opens up communication between inlet port 57 and outlet port 55. Via the inlet port 57, connected to the compressed air reservoir 21, compressed air then passes to outlet port 55 and via line 13 to the gear shifting linkage 11, so that the gear unit 7 can be shifted. The shifting is therefore effected with the clutch disengaged. If during its leftward movement (Fig. 2) the outlet seat 67 lifts the rubber seal 77 off the inlet seat 79, the pressure arriving via the inlet port 57 can suddenly act over a relatively large area of the rubber seal 77 since the outlet seat 67 has a smaller diameter than the inlet seat 79. However, the two springs 73,75 prevent the valve ring 69 and prolongation 71 from being displaced too far to the left as a result of this suddenly applied force—i.e. they make sure that the valve ring 69 is not moved to abutment and remains in such position.
When the gear unit 7 has been shifted, the shifting valve can be vented again; when the clutch pedal 25 is released and consequently pressure ceases to act upon the plunger 35, the clutch 1 is re-engaged by spring devices or similar automatic actuating members (not shown). As a result the clutch lever 33 is pivoted anticlockwise, so that the plunger 35 is displaced to the right as viewed in Fig. 2, until the adjusting
70
75
80
85
90
95
100
105
110
115
120
125
130
3
GB 2 032 544 A 3
ring 39 abuts the shoulder shown in Fig. 2. This movement is so transmitted via the pin 43 to the bolt 51 that before the engagement of the clutch 1, the inlet seat 79 is closed and the outlet seat 5 67 is opened, to vent the connection 55 and line 13. Then when the clutch is engaged the gear unit 7 can no longer be shifted, because of the venting of the line 13. It is therefore impossible for the gear unit 7 to be destroyed by being shifted with 10 the clutch engaged.
As explained hereinbefore, the sleeve-shaped adjusting ring 39 operates automatically after the manner of a slipped clutch—i.e., the push rod 29 always bears without clearance against the clutch 15 lever 33, so that clutch wear is also compensated. The stroke of the plunger 35 and therefore the movement of the switching valve 17 are determined by the adjusting ring 39 bearing against the circlip 83 shown on the left-hand side 20 in Fig. 2. However, the arrangement is not limited to the particular construction of clutch slave cylinder 15—i.e., other adjusting devices, if necessary acting positively or containing a positive lock can be substituted for the adjusting ring 39.

Claims (6)

25 CLAIMS

1. A shifting system for a gearbox, comprising a change-speed gear operable in dependence on pressure medium, a clutch operatively connected to the change-speed gear, a clutch slave cylinder
30 operative when a clutch pedal is actuated to engage and disengage the clutch, and a shifting valve, mounted on the clutch slave cylinder and operatively connected thereto via an entraining device, for clutch-dependent control of the 35 pressure medium to the change-speed gear.

2. A shifting system according to claim 1, wherein the shifting valve is connected via a first connection to the change-speed gear pressure medium supply, via a second connection to a
40 pressure medium reservoir (compressed air reservoir) and via a third connection to atmosphere; a valve ring disposed inside the valve casing is so acted on by spring force, while being sealed against an inlet seat, that the pressure 45 medium communication between the first connection and the second connection is blocked.
and the first connection is vented via the third connection; and wherein extending inside the valve casing in the longitudinal direction thereof is 50 an axially displaceable bolt which bears an outlet seat and is connected, via a sliding piece attached at one end of said bolt and a pin, positively to an adjusting device of the clutch slave cylinder; and the outlet seat is so movable, by the movement of 55 the bolt in sealing-tight abutment against the valve ring, that when the valve ring is displaced the outlet seat opens the communication between the first connection and the second connection and blocks the venting connection between the 60 first connection and the third connection.

3. A shifting system according to claim 2, wherein the valve ring is guided displaceably, by means of a tubular prolongation, in a valve chamber into which the three connections issue,
65 the valve ring being acted on by two springs in the closure position in the direction of an inlet seat; and wherein the bolt extends axially and centrally through the tubular prolongation, the valve ring and the outlet seat; and the outlet seat is guided 70 on a prolongation of the bolt and extends radially inside the inlet seat, with provision for movement towards and away from the valve ring.

4. A shifting system according to claim 3, wherein the two springs operate in parallel and are
75 clamped between the inner wall of the valve chamber and the valve ring, a further spring being provided which acts against the force of the two springs and is clamped outside the valve chamber between the sliding piece and the valve casing. 80

5. A shifting system according to any of claims 2 to 4, wherein the shifting valve is attached to the outside of the clutch slave cylinder parallel with its axis, and the pin extends from the sliding piece connected to the bolt perpendicularly to the 85 axes extending parallel and through the casing of the clutch slave cylinder into a groove with which the outer periphery of the adjusting member (adjusting ring) of the clutch slave cylinder is formed.
90

6. A shifting system for a gearbox, more particularly for motor vehicles, substantially as herein described with reference to and as shown in the accompanying drawings.
Printed for Her Majesty’s Stationery Office by the Courier Press, Leamington Spa, 1980. Published by the Patent Office, 25 Southampton Buildings, London, WC2A 1 AY, from which copies may be obtained.

GB7933791A
1978-09-30
1979-09-28
Change-speed gear shiftable only on clutch disengagement

Expired

GB2032544B
(en)

Applications Claiming Priority (1)

Application Number
Priority Date
Filing Date
Title

DE2842736A

DE2842736C3
(en)

1978-09-30
1978-09-30

Clutch-operated sound barrier for pressure medium-operated gearboxes, in particular for motor vehicles

Publications (2)

Publication Number
Publication Date

GB2032544A
true

GB2032544A
(en)

1980-05-08

GB2032544B

GB2032544B
(en)

1983-05-18

Family
ID=6051025
Family Applications (1)

Application Number
Title
Priority Date
Filing Date

GB7933791A
Expired

GB2032544B
(en)

1978-09-30
1979-09-28
Change-speed gear shiftable only on clutch disengagement

Country Status (8)

Country
Link

US
(1)

US4354584A
(en)

JP
(1)

JPS5551151A
(en)

BR
(1)

BR7906234A
(en)

DE
(1)

DE2842736C3
(en)

FR
(1)

FR2437318A1
(en)

GB
(1)

GB2032544B
(en)

SE
(1)

SE7907992L
(en)

SU
(1)

SU1075963A3
(en)

Cited By (2)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

US4459872A
(en)

1981-12-28
1984-07-17
Ford Motor Company
Clutch actuator

EP0127949A1
(en)

1983-05-09
1984-12-12
Eaton Corporation
Shift control system

Families Citing this family (10)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

JPS5731060B2
(en)

1974-03-22
1982-07-02

DE2949186C2
(en)

1979-12-06
1984-02-02
Knorr-Bremse Gmbh, 8000 Muenchen

Clutch-operated shift lock for pressure medium-operated gearboxes, in particular for motor vehicles

DE3032558C2
(en)

1980-08-29
1987-01-02
Zahnradfabrik Friedrichshafen Ag, 7990 Friedrichshafen

Logistic measuring device for clutches or brakes

DE3245405A1
(en)

1982-12-08
1984-06-14
Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover

FOREIGN POWERED TRANSMISSION WITH GEAR LOCK

US4643285A
(en)

1985-01-14
1987-02-17
J.I. Case Company
Hydraulic control for a master clutch of a transmission

IT1241259B
(en)

1990-06-15
1993-12-29
Graziano Trasmissioni S.P.A.

SLOW APPROACH VALVE (“INCHING”) FOR HYDROKINETIC TRANSMISSIONS (“POWER-SHIFT”), PARTICULARLY FOR FORKLIFTS.

SE513390C2
(en)

1997-12-15
2000-09-04
Volvo Lastvagnar Ab

vehicle transmission

JP4376788B2
(en)

2002-09-26
2009-12-02
株式会社荏原製作所

Absorption refrigerator

DE102009042524A1
(en)

2009-09-22
2011-05-05
Bayerische Motoren Werke Aktiengesellschaft

Vehicle with a gearbox and a selector lever for shifting gears

WO2014079427A1
(en)

2012-11-22
2014-05-30
Schaeffler Technologies AG & Co. KG
Torque transmission device

Family Cites Families (13)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

US3273679A
(en)

1966-09-20

Automatic controls for fluid pressure clutch operator

US2226205A
(en)

1932-03-24
1940-12-24
Douglas F Linsley
Combined vacuum operated clutch and gearshift

US2219323A
(en)

1934-05-21
1940-10-29
Bendix Aviat Corp
Gear shifting mechanism

US2221199A
(en)

1938-06-25
1940-11-12
Houde Eng Corp
Transmission control system and mechanism

GB826952A
(en)

1955-02-10
1960-01-27
Fichtel & Sachs Ag
Improvements in or relating to variable speed driving mechanisms

GB1187325A
(en)

1966-05-26
1970-04-08
Laycock Eng Ltd
Improvements in or relating to Control Means for a Change-Speed Gear Unit

GB1172983A
(en)

1966-06-16
1969-12-03
Auto Transmissions Ltd
Improvements in or relating to the control of an auxiliary change-speed gearing.

GB1179426A
(en)

1967-04-20
1970-01-28
Dewandre Co Ltd C
Improvements in or relating to Air Pressure Operated Gear Changing Systems

US3548981A
(en)

1969-02-25
1970-12-22
Twin Disc Inc
Power shift transmission having synchronized clutch control

GB1307068A
(en)

1969-07-24
1973-02-14
Beech Co Ltd Austin S
Pressure fluid operated control system

US4068682A
(en)

1976-02-17
1978-01-17
Amerace Corporation
Timing device for fluid valve

FR2414414A1
(en)

1978-01-12
1979-08-10
British Leyland Uk Ltd

VEHICLE TRANSMISSION SYSTEM

IT1093538B
(en)

1978-03-23
1985-07-19
Benditalia Spa

SYNCHRONIZED CONTROL OF THE CLUTCH AND THE BOLT OF THE SPEED GEARBOX WITH DEVICE FOR MINIMUM RESERVE SIGNALING OF THE FRICTION DISC FRICTION MATERIAL

1978

1978-09-30
DE
DE2842736A
patent/DE2842736C3/en
not_active
Expired

1979

1979-09-18
JP
JP11996179A
patent/JPS5551151A/en
active
Pending

1979-09-26
SE
SE7907992A
patent/SE7907992L/en
not_active
Application Discontinuation

1979-09-27
SU
SU792817253A
patent/SU1075963A3/en
active

1979-09-28
FR
FR7924276A
patent/FR2437318A1/en
not_active
Withdrawn

1979-09-28
BR
BR7906234A
patent/BR7906234A/en
unknown

1979-09-28
GB
GB7933791A
patent/GB2032544B/en
not_active
Expired

1979-10-30
US
US06/080,508
patent/US4354584A/en
not_active
Expired – Lifetime

Cited By (2)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

US4459872A
(en)

1981-12-28
1984-07-17
Ford Motor Company
Clutch actuator

EP0127949A1
(en)

1983-05-09
1984-12-12
Eaton Corporation
Shift control system

Also Published As

Publication number
Publication date

US4354584A
(en)

1982-10-19

DE2842736C3
(en)

1981-03-19

FR2437318A1
(en)

1980-04-25

SU1075963A3
(en)

1984-02-23

DE2842736A1
(en)

1980-04-10

GB2032544B
(en)

1983-05-18

JPS5551151A
(en)

1980-04-14

SE7907992L
(en)

1980-03-31

DE2842736B2
(en)

1980-07-24

BR7906234A
(en)

1980-06-17

Contact information