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WO1996001939A1 - Moteur a explosion a pistons alternatifs a aspiration limitee - Google Patents

Moteur a explosion a pistons alternatifs a aspiration limitee Download PDF

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Publication number
WO1996001939A1
WO1996001939A1 PCT/NZ1994/000109 NZ9400109W WO9601939A1 WO 1996001939 A1 WO1996001939 A1 WO 1996001939A1 NZ 9400109 W NZ9400109 W NZ 9400109W WO 9601939 A1 WO9601939 A1 WO 9601939A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
type internal
reciprocating piston
piston type
Prior art date
Application number
PCT/NZ1994/000109
Other languages
English (en)
Inventor
John Brengle Taylor
Original Assignee
John Brengle Taylor
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.)
Filing date
Publication date
Application filed by John Brengle Taylor filed Critical John Brengle Taylor
Priority to GB9700371A priority Critical patent/GB2304819A/en
Priority to DE4481026T priority patent/DE4481026T1/de
Priority to AU80059/94A priority patent/AU8005994A/en
Priority to JP8504238A priority patent/JPH10502987A/ja
Publication of WO1996001939A1 publication Critical patent/WO1996001939A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0244—Choking air flow at low speed and load
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0283—Throttle in the form of an expander
    • 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

  • This invention relates to a four stroke reciprocating piston type internal combustion engine which provides for differential displacement by providing for an expansion volume that is greater than its compression volume.
  • An object of the invention is to provide in a reciprocating piston type internal combustion engine an expansion ratio that is greater than its compression ratio so that it is more efficient in operation.
  • a reciprocating piston type internal combustion engine in which an expansion ratio in each cylinder is greater than the compression ratio of the cylinder.
  • a reciprocating piston type internal combustion engine is adapted to operate so as to close an intake valve or valves of each cylinder while a piston of said cylinder has travelled only part of its induction stroke.
  • This closing of the intake valve(s) reduces the density of the intake charge in the cylinder to below that of atmospheric air pressure outside the cylinder as each piston travels through the full length of its stroke. This also reduces the density of the intake charge in the cylinder to below that of the intake charge immediately outside the cylinder when the inlet valve(s) closes.
  • the invention also provides in accordance with a third aspect a means for purging exhaust gases from a cylinder of an internal combustion engine by adjusting valve timing of the engine to increase the overlap where both inlet and exhaust valve(s) are open.
  • the overlap can be created by manufacturing a cam shaft which substantially opens an inlet valve or valves up to 50° before piston top dead centre and holds open exhaust valves or valves until up to 50° after top dead centre.
  • the valve(s) particularly the inlet valve(s) can be electronically controlled and actuated by solenoids or other electromagnetic devices thus easily taking advantage of vari ⁇ able valve timing for the benefit of this invention.
  • variable restriction can be used to reduce the volume of air entering each cylinder thereby reducing the chance of detonation.
  • This variable restriction can be in the air inlet system and would be independent of any other throttling device. It would be open for high speed operation.
  • intake charge means different things depending on whether the engine is a petrol/gas engine where the intake charge is a fuel/air mixture or a diesel engine where the intake charge is air only.
  • a reciprocating piston type internal combustion engine has an expansion ratio in each cylinder greater than the compression ratio caused by providing a restriction in an air inlet system of the engine.
  • the electronic ignition or fuel injection timing can be delayed for low speed operation so as to prevent detonation but could be advanced for high speed operation.
  • the amount of fuel entering each cylinder can be reduced for low speed operation so as to prevent detonation and increased for high speed operation.
  • a governing device can control this operation.
  • the engine can be constructed as is known in the art but the intake valve or valves of each cylinder is (are) arranged to have an abbreviated action that only occurs during part of the induction stroke.
  • the intake valve or valves' action during induction is smaller in duration and opening than the action of regular intake valve movement of four cycle engines.
  • the valves of this engine can be retained by valve springs or other mechanisms of sufficient strength to keep the valve(s) seated during the piston movement that takes cylinder pressures below atmospheric pressure.
  • Figure 1 shows diagrammatically and in sequence movement of a piston and valves of an engine incorporating the present invention
  • Figures 2(a) & (b) shows diagrammatically an engine incorporating a blower or turbo effect
  • Figure 3 shows diagrammatically a cylinder head and bore fitted with a fuel injector
  • Figure 4 shows another construction where intake air is restricted to reduce inducted air/fuel mixture to an engine
  • Figure 5 shows a vertical section through a preferred example of engine incorporating the present invention
  • Figure 6 shows a vertical section through a cylinder head for a direct injection diesel powered engine showing a preferred shape of piston crown
  • Figure 7 shows diagrammatically valve timing opening and closing in accordance with the third aspect of the invention.
  • Figure 8 shows diagrammatically an engine incorporating in series a turbocharger and supercharger which offers improved engine performance.
  • Figure 1 shows the cycle of events where in the drawing marked A the piston 1 is moving down on its intake stroke.
  • B the intake valve 2 is closed and the piston 1 is still moving down.
  • C the piston 1 is in a similar position to B but is moving up on its compression stroke. It is at the point where the cylinder pressures are close to the atmospheric air outside the cylinder.
  • the fuel is either injected arrow 3 in D or slightly before. Alternatively the fuel could be carried in with the intake air from a carburettor or injection system that is external to the cylinder.
  • D the fuel is ignited either by pressure or spark ignition.
  • E the piston is travelling down on its power stroke.
  • F the exhaust stroke has begun and the exhaust valve 4 is open.
  • the effective compression volume is shown G and the effective expansion volume is shown H. Although H is about thirty-three percent greater than G in Figure 1, the difference could be greater or smaller than indicated.
  • the inlet valve(s) of this engine could be operated independently from a camshaft (not shown) as it would be possible for the induction depression in the cylinder to provide sufficient opening of the inlet valve 2 if the retaining spring attached to the inlet valve or valves was of sufficiently light strength though still strong enough to restrict the induction into the cylinder.
  • an air compressor or turbo charger could be used to keep the intake charge density up to the desired level as the engine speed rises.
  • the compressor or blower would either be powered by exhaust gas energy or it would be mechanically driven by the engine. It would also possibly be arranged to operate when the induction volume fell below the desired level for this engine.
  • Figure 2 shows a blower or turbocharger arrangement.
  • Optional intake charge coolers are shown at X and X while the flow arrows indicate air flow.
  • combustion chamber 5 design is shown in Figure 3 and is applicable to a direct injection engine. Insulation is shown at Y and Y and a fire ring is shown at Z and Z.
  • the fuel can hit the slopes 6 radiating out on top of the piston 1 and can be deflected up to the fire ring Z where a ridged surface (not shown) on the fire ring 2 will arrest the fuel.
  • the recess ⁇ ing of the fire ring Z to a diameter that is greater than the cylinder bore means that fuel can be deflected back into the combustion chamber 5 rather than being left to run down the cylinder walls 7.
  • the purpose of the insulation material Y which could be a thick gasket, is to retain heat in cylinder head 8 so as to promote good combustion and fast warm up.
  • the engine could be liquid or air cooled.
  • the fuel injector is shown at 9 and fuel flow arrows are shown at the bottom 10 of injector 9.
  • An advantage of this invention is that it has high thermal efficiency so that the maximum amount of fuel can be converted to work and environmental pollution will be low. It is to be appreciated that this invention can be interpreted in many ways and is not limited to the comments and illustration shown here.
  • Figure 4 shows another version where the intake air or fuel-air mixture has a variable restriction at 11 to keep the intake pressure low in accordance with this invention to engine 12 which is shown diagrammatically.
  • This restriction allows more flow as engine speed rises and would reduce flow at lower engine speeds.
  • the engine compression ratio would be high so as to compensate for the restriction and to provide the engine with good pressure differential.
  • the restriction at 11 could be between a carburettor and the inlet valve(s) or between a fuel injection system and inlet valve(s) or in front of these items. It could also be in an air inlet system for a diesel engine.
  • variable valve timing such as delaying the closure of the inlet valve or valves to compensate for reduced volumetric efficiency as engine speeds rise and/or to aid starting at low cranking speeds. This could be achieved by retarding the inlet valve cam lobes as engine speeds rise and/or also at low cranking speeds.
  • Figure 7 is shown diagrammatically the positions, relative to top dead centre (TDC) and bottom dead centre (BDC) of crankshaft rotation, at which inlet and exhaust valve(s) are opened and closed.
  • TDC top dead centre
  • BDC bottom dead centre
  • the points identified as "maximum lift” are the points at which lobes on the cam shaft hold the respective valve(s) fully open.
  • This diagram can be used as a basis for the construction of a cam shaft. The provision of greater overlap ensures a better purging effect during the exhaust cycle, when used with a free flowing exhaust system.
  • an engine would operate on the smallest practical amount of air and combine it with the smallest practical amount of fuel.
  • the engine compresses the mixture to the highest practical level before ignition and it expands to the lowest practical level before exhausting the burnt gasses from the engine.
  • the density of the intake charge in the cyl ⁇ inder 5 will be reduced to below that of the charge air sitting between a turbo-charger 15 and the inlet valve 2. This will aid vaporisation of the fuel air mixture if it is carried in with the intake air as a reduction in density reduces the vapour point temperature. It also means that the engine will have an expansion ratio that exceeds the compression ratio as the actual compression ratio (defined from the point at which the inlet valve 2 closes during induction) is only 60%-70% of the nominal compression ratio while the actual expansion ratio for the combustion gasses will be the reverse of the nominal compression ratio; this arrangement improves thermal efficiency.
  • the turbo-charger 15 as indicated is optionally fitted to aid cylinder 5 filling at higher engine speeds, a supercharger (not shown) could be used for the same practice. At low engine speeds when the turbo-charger 15 has no or little effect the density of the intake charge in the cylinder 5 will be reduced to below that of the atmospheric air outside the engine. This further advances thermal efficiency.
  • FIG. 6 a piston 1 with a shallow depression 16 in the piston crown.
  • a direct injection diesel engine experiments have shown improved purging of exhaust gases.
  • FIG 8 is shown a restricted induction engine with a turbocharger used in a series with a supercharger.
  • the turbocharger/supercharger supply the intake charge to the engine.
  • the turbocharger 15 is driven by the exhaust gases with its compressor wheel 17 forcing air to the inlet of the supercharger 16.
  • the supercharger 16 can be mechanically driven by the engine 12 via belt 19.
  • the supercharger 16 supplies pressurised intake charge to the cylinders.
  • the advantage of the invention is that at low engine speed with extended valve overlap as proposed in Figure 7, - li ⁇ the supercharger 16 more effectively resists the back blow of exhaust gases. As engine speed rises the turbocharger pressurizers the intake of the supercharger thereby reducing the drive load of the supercharger.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Supercharger (AREA)

Abstract

Moteur à explosion à pistons alternatifs à quatre temps dans lequel le rapport de détente dans chaque cylindre est supérieur au rapport de compression du cylindre. A cet effet, une ou plusieurs soupapes d'admission (2) de chaque cylindre se ferment alors que le piston (1) du cylindre n'a accompli qu'une partie de sa course d'aspiration, ou une limitation variable est imposée au système d'admission, sa variation étant une fonction inverse du régime du moteur. Au cas où la fermeture de la (des) soupape(s) d'admission (2) se produirait avant l'achèvement de la course d'aspiration, le point de fermeture au cours du cycle du moteur est décalé d'un point précédant l'achèvement de la course d'aspiration dans le cas des régimes moins élevés, jusqu'à un point suivant l'achèvement de la course d'aspiration dans le cas des régimes plus élevés.
PCT/NZ1994/000109 1994-07-12 1994-10-17 Moteur a explosion a pistons alternatifs a aspiration limitee WO1996001939A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
GB9700371A GB2304819A (en) 1994-07-12 1994-10-17 A restricted induction reciprocating piston type internal combustion engine
DE4481026T DE4481026T1 (de) 1994-07-12 1994-10-17 Kolbenverbrennungsmaschine mit begrenzter Ansaugung
AU80059/94A AU8005994A (en) 1994-07-12 1994-10-17 A restricted induction reciprocating piston type internal combustion engine
JP8504238A JPH10502987A (ja) 1994-07-12 1994-10-17 制限導入式往復ピストン型内燃機関

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
NZ26098694 1994-07-12
NZ26408994 1994-07-25
NZ26431694 1994-08-26
NZ264316 1994-08-26
NZ264089 1994-08-26
NZ260986 1994-08-26

Publications (1)

Publication Number Publication Date
WO1996001939A1 true WO1996001939A1 (fr) 1996-01-25

Family

ID=27353730

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NZ1994/000109 WO1996001939A1 (fr) 1994-07-12 1994-10-17 Moteur a explosion a pistons alternatifs a aspiration limitee

Country Status (5)

Country Link
JP (1) JPH10502987A (fr)
AU (1) AU8005994A (fr)
DE (1) DE4481026T1 (fr)
GB (1) GB2304819A (fr)
WO (1) WO1996001939A1 (fr)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1997018384A1 (fr) * 1995-11-14 1997-05-22 John Brengle Taylor Ameliorations des moteurs a combustion interne
EP0972924A1 (fr) 1998-07-14 2000-01-19 Konotech s.r.o. Procédé pour le fonctionnement d'un moteur à pistons
WO2001029384A1 (fr) * 1999-10-21 2001-04-26 Volkswagen Aktiengesellschaft Procede pour actionner un moteur a combustion interne presentant au moins un piston de travail guide dans un cylindre
GB2417290A (en) * 2004-08-19 2006-02-22 Connaught Motor Co Ltd Reducing knock in i.c. engines
US7178492B2 (en) 2002-05-14 2007-02-20 Caterpillar Inc Air and fuel supply system for combustion engine
US7191743B2 (en) 2002-05-14 2007-03-20 Caterpillar Inc Air and fuel supply system for a combustion engine
US7201121B2 (en) 2002-02-04 2007-04-10 Caterpillar Inc Combustion engine including fluidically-driven engine valve actuator
US7204213B2 (en) 2002-05-14 2007-04-17 Caterpillar Inc Air and fuel supply system for combustion engine
US7222614B2 (en) 1996-07-17 2007-05-29 Bryant Clyde C Internal combustion engine and working cycle
US7252054B2 (en) 2002-05-14 2007-08-07 Caterpillar Inc Combustion engine including cam phase-shifting
US7281527B1 (en) 1996-07-17 2007-10-16 Bryant Clyde C Internal combustion engine and working cycle
WO2015092451A1 (fr) * 2013-12-20 2015-06-25 Pakai Tibor Dispositif et procédé pour améliorer l'efficacité des moteurs à combustion interne

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2246626C2 (ru) * 2000-12-04 2005-02-20 Демидченко Виктор Владимирович Поршневой двигатель внутреннего сгорания демидченко - попова с изобарным отводом теплоты

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2670595A (en) * 1949-10-19 1954-03-02 Miller Ralph High-pressure supercharging system
US2773490A (en) * 1952-09-23 1956-12-11 Miller Ralph High expansion, spark ignited, gas burning, internal combustion engines
JPS5211331A (en) * 1975-07-17 1977-01-28 Taisuke Kamei Variable compression ratio internal combustion engine
WO1989000643A1 (fr) * 1987-07-18 1989-01-26 Graham Beverley Moteur a combustion interne
WO1992002712A1 (fr) * 1990-07-27 1992-02-20 Keith Leslie Richards Dispositif de commande de soupape

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2670595A (en) * 1949-10-19 1954-03-02 Miller Ralph High-pressure supercharging system
US2773490A (en) * 1952-09-23 1956-12-11 Miller Ralph High expansion, spark ignited, gas burning, internal combustion engines
JPS5211331A (en) * 1975-07-17 1977-01-28 Taisuke Kamei Variable compression ratio internal combustion engine
WO1989000643A1 (fr) * 1987-07-18 1989-01-26 Graham Beverley Moteur a combustion interne
WO1992002712A1 (fr) * 1990-07-27 1992-02-20 Keith Leslie Richards Dispositif de commande de soupape

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, M-732, page 77; & JP,A,52 011 331 (KAMEI) 28 January 1977. *

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1997018384A1 (fr) * 1995-11-14 1997-05-22 John Brengle Taylor Ameliorations des moteurs a combustion interne
US7281527B1 (en) 1996-07-17 2007-10-16 Bryant Clyde C Internal combustion engine and working cycle
US7222614B2 (en) 1996-07-17 2007-05-29 Bryant Clyde C Internal combustion engine and working cycle
EP0972924A1 (fr) 1998-07-14 2000-01-19 Konotech s.r.o. Procédé pour le fonctionnement d'un moteur à pistons
WO2001029384A1 (fr) * 1999-10-21 2001-04-26 Volkswagen Aktiengesellschaft Procede pour actionner un moteur a combustion interne presentant au moins un piston de travail guide dans un cylindre
US7201121B2 (en) 2002-02-04 2007-04-10 Caterpillar Inc Combustion engine including fluidically-driven engine valve actuator
US7252054B2 (en) 2002-05-14 2007-08-07 Caterpillar Inc Combustion engine including cam phase-shifting
US7204213B2 (en) 2002-05-14 2007-04-17 Caterpillar Inc Air and fuel supply system for combustion engine
US7191743B2 (en) 2002-05-14 2007-03-20 Caterpillar Inc Air and fuel supply system for a combustion engine
US7178492B2 (en) 2002-05-14 2007-02-20 Caterpillar Inc Air and fuel supply system for combustion engine
GB2417290A (en) * 2004-08-19 2006-02-22 Connaught Motor Co Ltd Reducing knock in i.c. engines
GB2417290B (en) * 2004-08-19 2008-10-22 Connaught Motor Co Ltd Reducing knock in internal combustion engines with an additional power source
WO2015092451A1 (fr) * 2013-12-20 2015-06-25 Pakai Tibor Dispositif et procédé pour améliorer l'efficacité des moteurs à combustion interne

Also Published As

Publication number Publication date
GB9700371D0 (en) 1997-02-26
GB2304819A (en) 1997-03-26
AU8005994A (en) 1996-02-09
DE4481026T1 (de) 1997-05-22
JPH10502987A (ja) 1998-03-17

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