EP0322412B1 - Abgasrückführung - Google Patents

Abgasrückführung Download PDF

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Publication number
EP0322412B1
EP0322412B1 EP87905468A EP87905468A EP0322412B1 EP 0322412 B1 EP0322412 B1 EP 0322412B1 EP 87905468 A EP87905468 A EP 87905468A EP 87905468 A EP87905468 A EP 87905468A EP 0322412 B1 EP0322412 B1 EP 0322412B1
Authority
EP
European Patent Office
Prior art keywords
engine
valve
pressure
passage
air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP87905468A
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English (en)
French (fr)
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EP0322412A1 (de
Inventor
Cedric Paul Davies
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.)
Ford Motor Co Ltd
Original Assignee
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
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 Ford Werke GmbH, Ford France SA, Ford Motor Co Ltd, Ford Motor Co filed Critical Ford Werke GmbH
Publication of EP0322412A1 publication Critical patent/EP0322412A1/de
Application granted granted Critical
Publication of EP0322412B1 publication Critical patent/EP0322412B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M2026/001—Arrangements; Control features; Details
    • F02M2026/002—EGR valve being controlled by vacuum or overpressure
    • F02M2026/0025—Intake vacuum or overpressure modulating valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/55—Systems for actuating EGR valves using vacuum actuators
    • F02M26/56—Systems for actuating EGR valves using vacuum actuators having pressure modulation valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/59—Systems for actuating EGR valves using positive pressure actuators; Check valves therefor
    • F02M26/60—Systems for actuating EGR valves using positive pressure actuators; Check valves therefor in response to air intake pressure

Definitions

  • This invention relates to exhaust gas recirculation, and in particular to a mechanically governed diesel engine in which a proportion of the exhaust gas is recirculated to the engine intake.
  • exhaust gas recirculation which is a well-known technique and is also referred to in this specification as EGR
  • EGR exhaust gas recirculation
  • NOx nitrogen oxides
  • diesel engine fuel injection pumps have commonly been governed by air governors.
  • a throttle valve is placed in the air intake pipe, and the angular position of the valve is determined exclusively by the position of the driver's foot on an accelerator pedal.
  • a Pitot tube passes through the wall of the air intake pipe adjacent to the throttle valve, and a vacuum signal is produced in this pitot tube, the magnitude of which depends on the throttle position and engine speed. The vacuum signal is then used to control the fuel injection pump.
  • JP-A-56 096 146 however describes a mechanically governed fuel pump where a butterfly valve is placed in the air intake.
  • the purpose of this is cause the amount of air drawn into the engine to decrease only during idling or in the idling or low load region, and to open wide to completely or almost completely open under other operating conditions.
  • the butterfly valve therefore has only two positions, open or closed, and the valve is linked to the accelerator pedal by a linkage which ensures that the valve is in one or other of its two positions.
  • the amount of exhaust gas recirculated is determined entirely by the suction existing at any one time in the air inlet, and there is no valve to control the exhaust gas flow. There is therefore very limited control of EGR.
  • JP-A-55 0 25560 It is also known from JP-A-55 0 25560 to use a pressure signal from the inlet manifold to control the opening of an EGR valve. The magnitude of this control signal then depends directly on the suction produced by the engine, and the signal is not modified to ensure that the optimum amount of EGR is supplied at all engine operating conditions.
  • the accelerator pedal For each position of the accelerator pedal there is a repeatable relationship between load and speed.
  • the accelerator pedal will be connected to an engine control device which may differ from engine to engine.
  • the parameter corresponding to the accelerator pedal position will therefore be referred to as the "input lever”.
  • an internal combustion engine which incorporates an exhaust gas recirculation system and which has an injection system for supplying fuel to the engine, the engine having a driver operated input lever connected directly to a mechanically governed fuel pump, an air intake passage, an exhaust gas passage, a recirculation passage leading from the exhaust passage to the intake passage and an exhaust gas recirculation passage (EGR) valve for controlling flow through the recirculation passage, wherein an air throttle valve is located in the air intake passage upstream of the position where the recirculation passage enters the intake passage and the setting of the EGR valve is determined in accordance with the pressure drop resulting from the air throttle, and wherein the driver operated input lever is connected to the air throttle valve through a cam which makes the air throttle valve setting follow the fuel injection input lever setting, over the range of movement of the lever, in a non-linear manner.
  • EGR exhaust gas recirculation passage
  • EGR produces a substantial reduction of the NOx emissions of a diesel engine and noticeable, but less marked reduction in HC and particulate emissions.
  • smoke levels There is however an associated tendency for the smoke levels to increase with increasing EGR.
  • Emission standards which have to be met by all vehicle manufacturers, set maximum levels for each of these parameters. In the absence of any EGR, the highest smoke levels are at maximum engine load. Any use or increase of EGR to reduce NOx must be controlled to ensure that, inter alia, it does not result in an impermissibly high smoke level. The highest EGR rate will occur at low loads.
  • the cam shape will need to be determined for each engine/fuel pump/injector set combination in order to obtain the best possible characteristics in each case.
  • the cam may comprise a plate mounted on the axis of the butterfly valve with a non-linear cam track formed in the plate and having parallel side walls, and the fuel pump control then has a follower which runs in the track so that the follower can be moved.
  • One or both ends of the track may be formed in an auxiliary plate articulated to the main cam plate, so that the track shape can be adjusted to conform to the follower position at the end of the follower travel and the auxiliary plate can then be locked in position.
  • the air throttle valve can conveniently be a butterfly valve. It is necessary to accurately determine the air flow rate at idle, and the cam can be designed so that the butterfly plate does not completely close the air flow passage at idle. Alternatively, the butterfly plate could have a hole through it of a predetermined size, or a flat on one side, to accurately determine the air flow rate at idle.
  • Pressure tappings either side of the butterfly valve can be used to sense the pressure drop across the butterfly and to provide a signal to an EGR valve which controls flow through the recirculation passage, to position the valve.
  • the valve may be controlled by a diaphragm which moves in response to the pressure difference across the butterfly valve.
  • a pressure amplifier could be used to amplify the pressure differential in order to ensure proper operation of the EGR valve.
  • FIG. 1 shows a fuel-injected diesel engine 10 with an air intake pipe 12 and an exhaust pipe 14.
  • a recirculation passage 16 leads between the pipes 12 and 14 and contains a valve 18 (for example a linearly movable poppet valve) which controls flow through the passage.
  • Air is introduced into the pipe 12 through an air filter 20.
  • Fuel is supplied to the engine by a fuel pump 22 which has internal mechanical governing, and an input lever 24 on the pump is connected to the accelerator pedal through a link 26.
  • a variable restriction in the form of a butterfly flap 28 is placed in the air intake pipe 12.
  • a pressure drop will occur across the restriction, and the magnitude of this drop will be sensed as the pressure in a pipe 32 downstream of the restriction.
  • This pressure is applied to one side of a piston 34 in a pressure sensitive control unit 35 which is connected to the recirculation passage valve 18, so that the valve is moved in the opening direction by the pressure, against the biasing force of a light spring 36, and is moved in the closing direction by the spring.
  • a diaphragm could be used.
  • An additional pipe 30 upstream of the flap 28 and downstream of the air filter 20 is provided so as to compensate for a change in the absolute pressure level as the air filter becomes partially blocked during service.
  • the setting of the flap 28 thus determines the position of the valve 18 at a particular flow rate.
  • the flap itself is set by the input lever through a cam 38 with a closed cam track 39, the flap having a cam follower 40 which follows the cam shape as the cam itself is moved linearly by a link 42 connected to the input lever 24.
  • FIG. 2 relates this hardware more nearly to an actual engine.
  • the air intake 12 leads into an inlet manifold 44.
  • the recirculation passage 16 leads from an exhaust manifold 46 to the intake manifold and contains the pressure operated valve 18.
  • the exhaust pipe 14 leads off from the manifold 46.
  • a shaped cam track 48 is secured on the axis of rotation of the flap 28.
  • a lever 50 is pivoted at 52 to a fixed point on the engine, carries a cam follower 54 at one end and is attached to the inner cable of a Bowden cable 56 at the other end.
  • a rod could be used, and this rod could be of adjustable length so that the system can be accurately set up.
  • the Bowden cable 56 is connected to the input lever 24 so that as the driver,s foot 58 presses down on the accelerator, the input lever is moved, firstly to operate the pump 22 but also to pivot the lever 50 and to move the flap 28.
  • FIG 3 shows an actual air intake pipe 12 with a butterfly flap 28 controlled by a cam track 48, a typical detail shape of which can now be seen, and a lever 50 pivoted at point 52 and with a cam follower 54 which runs in the track.
  • the cam track 39 is not linear, neither is it a single smooth curve. It is necessary for the track to be a closed track, ie to have two opposite parallel side walls 39a and 39b to ensure that the follower 40 does actually faithfully follow the designed track shape.
  • a cable 56 operates the lever 50.
  • the pressure sensitive control unit is connected to the intake pipe 12 on the downstream side of the flap 28 as before.
  • a pressure amplifier 37 of a conventional type is also provided to boost the pressure appearing at the downstream side of the flap, before the pressure is used to operate the control 35.
  • the shape of the cam track 48 can be determined by plotting points obtained experimentally during test operation of the engine to which the cam is to be fitted, or by making use of computer-generated operation simulations. This operation will now be described in more detail.
  • Figure 4 shows a typical engine characteristic curve where engine speed is plotted along the x-axis and engine load along the y-axis.
  • the engine can operate at any point below the full load line 60. In the absence of any EGR, maximum smoke will occur at the full load line, and as already mentioned, it is required that this smoke level should not exceed certain specified emission limits.
  • the engine is then run on a dynamometer with no EGR and with a throttle position approximately corresponding to the lowest speed at which the full load line 60 can be reached (this is likely to be around 1000 rpm, and 1000 rpm may be a convenient point to choose).
  • Full load is applied so that the engine operates at the point 62.
  • the throttle or input lever is then fixed, and the applied load is reduced in steps.
  • the load reduction leads to an increase of speed, and a curve such as that at 64 is generated.
  • the EGR valve is gradually opened while monitoring the engine smoke characteristic.
  • the EGR valve position can only be altered by altering the butterfly valve position.
  • the 20% reduction is suggested because this is an informed guess at the point at which the smoke reading will peak when EGR is introduced. Without EGR the smoke characteristic at this point would be substantially below the maximum smoke level.
  • the EGR valve is opened as far as possible, until the smoke level rises to the specified maximum emission limit. This represents a first supposition as to the correct setting of the EGR valve 18, and smoke readings are taken at various positions along the curve 64 using a conventional smoke measuring instrument. The object is to ensure that at no point along the curve does the smoke reading exceed the permitted value.
  • a particular setting of the butterfly valve does not result in constant EGR flows along the curve 64.
  • the actual amount of EGR flowing will also depend on the pressures in the inlet and exhaust manifolds which drive the EGR flow. There will be no EGR at maximum load because the settings ensure that the intake manifold depression will always be less than the threshold setting of the EGR valve when at this condition.
  • the relationship between the lever position and the valve position is noted.
  • the input lever, or throttle is then moved to a different setting and another set of readings is obtained, and another butterfly valve setting determined relative to a corresponding input lever position. This process is repeated until a comprehensive range of input lever positions have been mapped.
  • the shape of the cam track 48 can then be determined. The track is unlikely to be a regular shape. If it is very irregular, it may be necessary to compromise the calculated shape to obtain a cam shape which can be followed in use by follower 54.
  • a cam plate as shown in Figures 5 and 6.
  • a track 39 is provided as already described. At one end however (preferably the low speed/low load end) the track 39 is widened.
  • An auxiliary cam 72 ( Figure 6) is fitted over this widened part of the track and is pivotable about a centre 74.
  • this is achieved by forming a part-circular periphery 76 on part of the auxiliary cam plate and providing a guide for this periphery in four guide pegs 78.
  • the guide positions could be formed by punching out of the material of the cam plate 70, or by other means.
  • a position securing screw 80 is present to lock the auxiliary and main cam plates permanently together once the correct final position of the auxiliary plate has been found, and once this has been done, the plate will act as a single, unitary cam plate with a single fixed cam track.
  • the cam will be fitted to the appropriate pump/engine/injector combination with the auxiliary plate free to pivot about the centre 74.
  • the input lever will be set to idle and the screw 80 will be finally tightened to lock together the two cam plates. It is intended that this should be a one-time operation for the life of the engine and thus instead of a screw, a shear pin or rivet could secure the two plates together.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Claims (16)

1. Dieselmotor, der ein Abgasrückführungssystem einschließt und der ein Einspritzsystem zur Versorgung des Motors mit Kraftstoff aufweist, wobei der Motor einen vom Fahrer betätigten, direkt mit einer mechanisch arbeitenden Kraftstoffpumpe (22) verbundenen Eingangshebel (24), eine Luftansaugleitung (12), eine Abgasleitung (14), eine von der Abgasleitung zur Ansaugleitung führende Rückführleitung (16) und ein Abgasrückführventil (EGR-Ventil) (18) zur Steuerung der Strömung durch die Rückführleitung aufweist, wobei sich ein Luftdrosselventil (28) in der Luftansaugleitung befindet und zwar an einer Stelle, die dem Eintrittspunkt der Rückführleitung in die Ansaugleitung vorgeschaltet ist, und wobei die Einstellung des EGR-Ventils (18) gemäß dem sich durch die Luftdrossel (28) ergebenden Druckabfall bestimmt wird, dadurch gekennzeichnet, daß der Eingangshebel (24) mit dem Luftdrosselventil durch einen Nocken (38) verbunden ist, durch den die Einstellung des Luftdrosselventils über den Bewegungsbereich des Hebels der Einstellung des Kraftstoffeinspritz-Eingangshebels in einer nichtlinearen Weise folgt.
2. Motor nach Anspruch 1, dadurch gekennzeichnet, daß es sich bei dem Luftdrosselventil (28) um eine Drosselklappe handelt.
3. Motor nach Anspruch 2, dadurch gekennzeichnet, daß der Nocken (38) eine an der Achse der Drosselklappe angebrachte Scheibe mit einer in der Scheibe eingeformten und an beiden Seiten begrenzten Nockenbahn (39) umfaßt und daß der Eingangshebel einen sich in der Bahn bewegenden Stößel (54) steuert.
4. Motor nach Anspruch 3, dadurch gekennzeichnet, daß ein Ende der Bahn (39) in einer Hilfsscheibe (72) ausgebildet ist, die so an der Hauptnockenscheibe (38, 48) angelenkt ist, daß die Form der Bahn an jenem einen Ende eingestellt und die Hilfsscheibe dann mit der Hauptnockenscheibe verriegelt werden kann.
5. Motor nach Anspruch 4, dadurch gekennzeichnet, daß beide Enden der Bahn (39) in unabhängig an der Hauptnockenscheibe angelenkten Hilfsscheiben ausgebildet sind.
6. Motor nach einem der Ansprüche 2 bis 5, dadurch gekennzeichnet, daß der Nocken (38, 48) so ausgelegt ist, daß die Drosselplatte (28) im Leerlauf die Luftströmungsleitung (12) nicht völlig schließt.
7. Motor nach einem der Ansprüche 2 bis 5, dadurch gekennzeichnet, daß die Drosselplatte (28) zur exakten Bestimmung der Luftströmungsrate im Leerlauf ein Loch einer vorbestimmten Größe aufweist.
8. Motor nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß mittels einem dem Luftdrosselventil (28) nachgeschalteten Druckabgriff (32) der sich durch die Drosselklappe ergebende Druckabfall erfaßt und ein Signal an ein EGR-Ventil (18), das die Strömung durch die Rückführleitung (16) steuert, zu dessen (18) Positionierung bereitgestellt wird.
9. Motor nach Anspruch 8, dadurch gekennzeichnet, daß eine Seite eines sich in einem Zylinder bewegenden Kolbens (34) mit dem durch den Druckabgriff (32) erfaßten Druck beaufschlagt wird, wobei der Kolben durch den in dem dem Luftdrosselventil nachgeschalteten Druckabgriff (32) vorherrschenden Druck in der einen Richtung und durch eine Feder (36) in der anderen Richtung vorgespannt wird.
10. Motor nach Anspruch 8, dadurch gekennzeichnet, daß eine Seite einer in einer Kammer angebrachten Membran mit dem durch den Druckabgriff (32) erfaßten Druck beaufschlagt wird, wobei die Membran durch das Vakuumsignal von dem Druckabgriff in der einen Richtung und durch eine Feder in der anderen Richtung vorgespannt wird.
11. Motor nach Anspruch 9 oder 10, dadurch gekennzeichnet, daß das Vakuumsignal vom Druckabgriff (32) in Öffnungsrichtung des Strömungssteuermittels (18) in der Abgasrückführleitung (16) und die Feder (36) in Schließrichtung wirkt.
12. Motor nach einem der Ansprüche 9, 10 oder 11, dadurch gekennzeichnet, daß der Kolben (34) bzw. die Membran mechanisch mit dem Strömungssteuermittel (18) in der Rückführleitung (16) verbunden ist.
13. Motor nach Anspruch 12, dadurch gekennzeichnet, daß das EGR-Ventil ein Ventilelement aufweist, das mit dem Kolben (34) bzw. der Membran verbunden ist.
14. Motor nach Anspruch 13, dadurch gekennzeichnet, daß es sich bei dem Ventil (18) um ein Tellerventil handelt.
15. Motor nach einem der Ansprüche 8 bis 14, dadurch gekennzeichnet, daß ein zweiter Druckabgriff (30) dem Luftdrosselventil (28) vorgeschaltet und einem sich in der Luftansaugleitung (12) befindenden Luftfilter (20) nachgeschaltet bereitgestellt wird, wobei der vom zweiten Druckabgriff erfaßte Druck dem vom erstgenannten Druckabgriff (32) erfaßten entgegengesetzt ausgeübt wird.
16. Motor nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß zur Verstärkung der erfaßten Drücke ein Druckverstärker (37) vorgesehen ist, um den ordungsgemäßen Betrieb des Strömungssteuermittels (18) in der Rückführleitung (16) zu gewährleisten.
EP87905468A 1986-08-29 1987-08-28 Abgasrückführung Expired - Lifetime EP0322412B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB08620922A GB2194586A (en) 1986-08-29 1986-08-29 Fuel-injected i c engine exhaust gas recirculation control
GB8620922 1986-08-29

Publications (2)

Publication Number Publication Date
EP0322412A1 EP0322412A1 (de) 1989-07-05
EP0322412B1 true EP0322412B1 (de) 1991-07-17

Family

ID=10603395

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87905468A Expired - Lifetime EP0322412B1 (de) 1986-08-29 1987-08-28 Abgasrückführung

Country Status (4)

Country Link
EP (1) EP0322412B1 (de)
JP (1) JPS6361764A (de)
GB (1) GB2194586A (de)
WO (1) WO1988001685A1 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2245650A (en) * 1990-07-04 1992-01-08 Ford Motor Co Diesel engine exhaust gas recirculation control

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1418189A (en) * 1972-06-02 1975-12-17 Texaco Development Corp Internal combustion engines utilizing exhaust gas recirculation
JPS53141826A (en) * 1977-05-16 1978-12-11 Nissan Diesel Motor Co Ltd Exhaust recirculation control system in diesel engine
JPS5551940A (en) * 1978-10-09 1980-04-16 Nissan Motor Co Ltd Exhaust gas refluxing controller for compression ignition type internal combustion engine
US4208995A (en) * 1978-12-06 1980-06-24 Ford Motor Company Fuel injection fuel flow control system
DE3047036C2 (de) * 1980-12-13 1983-01-20 Pierburg Gmbh & Co Kg, 4040 Neuss Abgasrückführsteuerventil
DE3316219C1 (de) * 1983-05-04 1984-07-12 Pierburg Gmbh & Co Kg, 4040 Neuss Steuereinrichtung fuer die Rueckfuehrung von Abgas in die Ansaugleitung einer Brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
Bosch "Motronic" KH/UDT 09/85-De, 2011; p.35 *

Also Published As

Publication number Publication date
EP0322412A1 (de) 1989-07-05
GB8620922D0 (en) 1986-10-08
JPS6361764A (ja) 1988-03-17
WO1988001685A1 (en) 1988-03-10
GB2194586A (en) 1988-03-09

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