PatentDe  


Dokumentenidentifikation EP0894060 11.04.2002
EP-Veröffentlichungsnummer 0894060
Titel VORRICHTUNG UND VERFAHREN FÜR KRAFTFAHRZEUGBREMSANLAGEN
Anmelder AB Volvo, Göteborg, SE
Erfinder ANGERFORS, Dan, S-448 31 Floda, SE
Vertreter derzeit kein Vertreter bestellt
DE-Aktenzeichen 69710875
Vertragsstaaten DE, FR, GB, IT, NL
Sprache des Dokument EN
EP-Anmeldetag 15.04.1997
EP-Aktenzeichen 979184645
WO-Anmeldetag 15.04.1997
PCT-Aktenzeichen SE9700640
WO-Veröffentlichungsnummer 9738883
WO-Veröffentlichungsdatum 23.10.1997
EP-Offenlegungsdatum 03.02.1999
EP date of grant 06.03.2002
Veröffentlichungstag im Patentblatt 11.04.2002
IPC-Hauptklasse B60T 13/00
IPC-Nebenklasse F16D 65/40   

Beschreibung[en]
TECHNICAL FIELD:

The invention relates to a device in braking systems for motor vehicles. Particularly, the invention has its main application in connection with braking systems for commercial vehicles. The invention also relates to a method when mounting such a braking system on a motor vehicle.

BACKGROUND OF THE INVENTION:

Larger motor vehicles, e.g. commercial vehicles, are today designed with lower and lower ground clearance. A primary reason for this is the need to maximize the available cargo space of the vehicle. Since the maximum cargo space is limited by the maximum height allowed and the height of the vehicle chassis, there is consequently a desire to reduce the height of the chassis in order to thereby increase the cargo space. At the same time, maximum ground clearance is desired in order to avoid damage to the vehicle when driving over rough ground. The demands of low height of the chassis and large ground clearance in turn set limitations when designing the braking system of the commercial vehicle. This is particularly true in the cases where the braking system comprises a compressed-air driven brake cylinder, which may be mounted standing in a given position in relation to a wheel shaft, and when the brake cylinder comprises a substantially vertically projecting push rod. With such a construction, the height of the chassis of the vehicle is limited by the length of the push rod.

According to the prior art, the end of the push rod, which protrudes from the brake cylinder, is normally threaded and connected to a brake key via a special lever member.

When the braking system is activated by the driver of the vehicle, the push rod is pressed out from the brake cylinder, thereby influencing the brake key via the lever. The brake key, in its turn, activates the wheel brake.

With reference to Fig. 1, a previously known system of the above mentioned kind will be described. Fig. 1 shows a brake cylinder 1, intended to be mounted at a wheel shaft in a commercial vehicle. The brake cylinder 1 comprises a push rod 2, which is pressed out essentially in a vertical direction (i.e. downwards in the drawing) when the braking system is activated by the driver of the vehicle. The movement of the push rod 2 is transferred to a brake key 3 via a braking lever 4. The brake key 3 is arranged substantially parallel to the wheel shaft which is to be braked.

When mounting this previously known device, i.e. when the braking lever 4 is to be mounted in order to join the push rod 2 to the brake key 3, the brake cylinder 1 and the brake key 3 have to be pre-installed, i.e. the are placed in the vehicle in advance. In this way, the installation of the lever 4 may be done by mounting one end of it, comprising an aperture 5 with internal splines, onto outer splines 6 on the brake key 3. The spline separation which is utilised in this spline coupling will cause the opposite end of the lever 4 to be positioned adjacent to the push rod 2 in a certain position which may vary within a certain interval in relation to the end of the push rod 4. The exact position for the end of the lever 4 is determined by the fixed spline separation and the length of the lever 4. The splined coupling 5, 6 is thereafter locked by means of a locking screw 7 with appurtenant nut 8.

The next step in the mounting operation is that a link element, consisting of two link members 9 and 10, respectively, is brought together on both sides of the push rod 2 and the end of the lever 4 which now has been placed adjacent to the push rod 2. The first link member 9 is joined to the second link member 10 by means of two screws 11, 12, which are inserted into corresponding holes 13, 14 in the second link member 10, while a pin 15 in the first link member 9 is passed through a hole 16 in the lever 4 and into a further hole 17 in the second link member 10. Thereafter, the link element 9, 10 is screwed on by means of the screws 11, 12 and nuts 18, 19. The link members 9, 10 further comprise internal threads 20 (only evident from the link member 10 in Fig. 1) which interact with threads 21 on the push rod 2. In this way, the push rod 2 may be locked to the link elements 9, 10 and transfer its movement to the brake key 3 via the lever 4.

As mentioned above, the spline separation of the splined coupling 5, 6 implies that the end portion of the lever 4 facing towards the push rod 2 will be positioned in a certain position which may vary vertically within a certain interval. This interval is normally of the magnitude of approx. 30 mm. Thus, the length of the link element 9, 10 cannot be below this interval, since it has to be utilised for bridging the distance between the push rod 2 and the lever 4. The fact that the interval must be possible to be accomodated by the link element 9, 10, in its turn, means that this has to project downwards a relatively long distance below the push rod 2. This constitutes a disadvantage, since it creates an essential limitation when the ground clearance and the height of the chassis of the vehicles are concerned.

SUMMARY OF THE INVENTION:

A main object of the present invention is to achieve an improved device for joining a push rod and a brake key in a braking system, particularly for commercial vehicles, which braking system utilises a compressed-air driven brake cylinder with a vertically projecting push rod. In particular, it is an object of the invention to create conditions for optimizing the relation between the ground clearance and the height of the chassis of the vehicle.

A further object of the invention is to provide a simplified mounting of a braking system for a commercial vehicle, having a minimum of components and working steps in the mounting operation.

The above-mentioned objects are achieved by means of device of the kind mentioned in the introduction, the characterizing features of which are evident from the subsequent claim 1. The objects are also achieved by means of a method of mounting a braking system, the characterizing features of which are evident from the subsequent claim 9.

The invention is based on the principle that it comprises a special mounting device which, together with the braking lever, comprises means for coupling the push rod to the braking lever, via said mounting device, at a point which is situated within the end of the push rod which projects from the brake cylinder. In this way, the only limitation for the height of the chassis/ground clearance is given by the length of the push rod, i.e. the distance between the brake cylinder and the lever may be made shorter than in previously known devices.

According to a preferred embodiment, the push rod may be coupled to the lever via said mounting device since the mounting device comprises a modification of shape, preferably in the form of a pin, which interacts with a corresponding modification of shape, preferably a hole, which has been worked into the braking lever.

Further advantageous embodiments are described in the subsequent dependent claims.

BRIEF DESCRIPTION OF THE DRAWINGS:

In the following, the invention will be described in greater detail with reference to the attached drawings, in which

Fig. 1
is a perspective view of a previously known device in a braking system,
Fig. 2
is a perspective view of a device in a braking system according to the present invention,
Fig. 3
is a perspective view of a rear axle in which the invention may be utilised, and
Fig. 4a-4c
show detailed views of the invention, seen from above, illustrating how the device according to the invention is mounted.

PREFERRED EMBODIMENT:

In Fig. 2, a perspective view of a device in accordance with the present invention is shown, which according to a preferred embodiment is utilised in connection with a braking system for a commercial vehicle. The drawing shows the device in its mounted state. The braking system comprises a compressed-air driven brake cylinder 22, of a per se previously known type, which may be influenced by the driver of the vehicle when braking. The brake cylinder 22 comprises a push rod 23, the lower end of which is provided with external threads 24. According to the embodiment, the brake cylinder 22 is mounted standing up via an attachment bracket 25, which is firmly affixed to the vehicle. The brake cylinder 22 may be mounted with an extension substantially in the vertical direction, or with another orientation.

The push rod 23 is in a known way arranged to be pushed out from the brake cylinder 22 when the braking system is activated. Thereby, the movements of the push rod 23 are transferred to a brake key 26 via a braking lever 27. The brake key 26, in its turn, is connected to a (not shown) wheel brake. The brake key 26 is preferably oriented with an extension which runs along an axis 28 which is substantially parallel to the wheel shaft of the vehicle which supports the wheel which is to be braked.

The lever 27 and the brake key 26 may be connected by means of a splined coupling 29, which is formed by external splines 30 on the brake key 26, and internal splines 31 arranged in a hole 32 in one end of the lever 27. The hole 32 is slotted, whereby the splined coupling 29 may be clamped by means of a locking screw 33, interacting with a (not shown) nut on the underside of the right end portion of the lever 27.

When mounting the device, it is required that the brake cylinder 22 and the appurtenant push rod 23 have been pre-mounted and are in position. Furthermore, the brake key 26 is pre-mounted. For this reason, the lever 27 must be brought into position in the direction which is marked with an arrow 34 in Fig. 2, i.e. in a direction which is mainly parallel to the axis 28. Before the lever 27 is brought into position, however, in accordance with the invention, a special mounting device, in the form of a cross 35, is mounted on the push rod 23. According to what will become evident in detail below, the cross 35 is constituted of a sleeve-shaped element which is provided with internal threads, interacting with the threads 24 on the push rod 23. Furthermore, the cross 35 comprises an intermediate portion 36, having a square (optionally rectangular) cross-section and which is provided with two pins, out of which a first pin is intended to project through a hole in the lever 27 (not evident from Fig. 2), and a second pin 37 is intended to project through a hole 38 which has been tooled into a separate supporting member 39. This supporting member 39 may, in turn, be mounted to the lever 27 by tightening two screws 40 which interact with corresponding holes in the lever 27.

In Fig. 3, a rear axle 41 for a commercial vehicle is shown, for which the invention has its main application. The location of the brake cylinder 22 on the bracket 25 is evident from the drawing. The brake cylinder 22 is arranged such that the push rod 23, when activated, can project a certain distance from the brake cylinder 22. Furthermore, the push rod 23 is connected to the braking lever 27 via the supporting member 39. The brake key 26 runs inside a brake key cover 42 comprising an opening which emerges where the braking device of the rear axle 41 (not shown) is arranged, i.e. in connection to a wheel shaft 43.

In Figs. 4a-4c, the procedure when mounting the device in accordance with the invention is illustrated. Fig. 4a shows the initial position, whereby the push rod 23 is shown in cross section, and the brake key 26 is arranged in a certain predetermined position in relation to the push rod 23. Firstly, the cross 35 is screwed upwards a certain distance on the push rod 23. Thereby, it is seen to that the pins 37, 44 on the intermediate section 36 of the cross 35 are directed substantially parallel to the brake key 26.

As is evident from Fig. 4b, the braking lever 27 is thereafter mounted substantially parallel to the direction in which the brake key 26 has its extension. The mounting direction is indicated by the arrow 34. When mounting, it is ensured that the hole 32 in one end of the lever 27 is brought inwards over the brake key 26 so that the external splines 30, which are located on the brake key 26, come into contact with the internal splines 31 located in the hole 32. Furthermore, it is ensured that the pin 44 is aligned with the pin hole 45 in the lever 27. If a fine adjustment of the position of the cross 35 along the push rod 22 is necessary, this is achieved by screwing the cross 35 a number of turns upwards or downwards.

The lever 27 is curved in such a way that it comprises an intermediate portion 46, the extension of which is mainly parallel to the brake key 26. In this way it is made possible that the location of the pin hole 45 is slightly displaced in the length direction in relation to the hole 32 in the opposite end of the lever 27. This in turn implies that the lever 27, may be brought a small distance over the brake key 26, while the cross 35 still may be turned in order to be finely adjusted. This facilitates the mounting of the lever 27.

The construction of the above-mentioned supporting member 39, comprising a planar support surface 47 for contacting the intermediate portion 46 of the lever 27, is also evident from Fig. 4b. As mentioned above, the supporting member 39 additionally comprises a pin hole 38 arranged to interact with the pin 37. Furthermore, the supporting member 39 comprises two holes 48 (of which only one is evident from Fig. 4B), intended for the through screws 40, which are screwed into the corresponding holes in the lever 27.

In Fig. 4C, the device is shown in its mounted state, whereby the cross 35 has been adjusted into the correct position and its pins 37 and 44 have been fitted into the lever 27 and the supporting member 39, respectively. When the lever 27 thereafter is pushed completely into position on the brake key 26, the splined coupling 29 is locked by means of tightening the fastening screw 33. Finally, the supporting member 39 is locked by means of the screws 40.

By means of the invention, it is ensured that the end portion of the lever 27, facing the push rod 23, is positioned so that it is connected to the cross 35 at a point which lies within the end of the push rod 23 which projects from the brake cylinder. In case the brake cylinder is mounted vertically, this accordingly implies that said point is situated above the lower end of the push rod 23 (cf. Fig. 2). This means that no unnecessary extension of the push rod 23 has to be done. Instead, it is the maximum length of the push rod 23 which sets the limit to the height of the chassis and the ground clearance of the vehicle.

The invention is not limited to the above-mentioned embodiment, but may be varied within the scope of the subsequent claims. The intermediate portion 46 of the lever 27 may, for instance, be adapted in length according to an existing mutual distance between the push rod 23 and the brake key 26. Furthermore, the cross 35 may be provided with small holes which interact with pins in the lever and the supporting member, instead of the opposite.


Anspruch[de]
  1. Vorrichtung in Bremssystemen für Kraftfahrzeuge, umfassend einen Bremszylinder (22) mit einer Stößelstange (23), die von dem Bremszylinder (22) wenn dieser aktiviert ist vorsteht, einen Bremskeil (26) zum Aktivieren einer Radbremse des Fahrzeugs, sowie einen Bremshebel (27), von dem ein Ende mit dem Bremskeil (26) verbunden ist und das andere Ende mit der Stößelstange (23) über eine getrennte Montageeinrichtung (35) verbunden ist, die auf der Stößelstange (23) angeordnet ist,

    dadurch gekennzeichnet, dass die Montageeinrichtung (35) und der Bremshebel (27) eine Einrichtung (44, 45) zum Verbinden der Stößelstange (23) mit dem Bremshebel (27) über die Montageeinrichtung (35) an einem Punkt innerhalb des von dem Bremszylinder (22) vorstehden Endes der Stößelstange (23), umfassen.
  2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Einrichtung (44, 45) durch mindestens eine erste Gestaltmodifikation (44) in der Montageeinrichtung (35) gebildet wird, die mit mindestens einer entsprechenden zweiten Gestaltmodifikation (45) in dem Bremshebel (27) in Wechselwirkung tritt.
  3. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, dass die erste Gestaltmodifikation (44) durch einen Stift gebildet wird und dass die zweite Gestaltmodifikation (45) durch ein Loch gebildet wird.
  4. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Montageeinrichtung (35) durch ein im wesentlichen röhrenförmiges Element gebildet wird, das Innengewinde umfasst, die mit Außengewinden auf der Stößelstange (23) in Wechselwirkung treten.
  5. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass sie ein mit der Montageeinrichtung (35) und dem Bremshebel (26) zu verbindendes Stützelement (39) umfasst.
  6. Vorrichtung nach Anspruch 5, dadurch gekennzeichnet, dass das Stützelement (39) eine dritte Gestaltmodifikation (38) umfasst, die mit einer entsprechenden vierten Gestaltmodifikation (37) in der Montageeinrichtung (35) in Wechselwirkung tritt.
  7. Vorrichtung nach Anspruch 6, dadurch gekennzeichnet, dass die dritte Gestaltmodifikation (38) durch ein Loch gebildet wird und dass die vierte Gestaltmodifikation (37) durch einen Stift gebildet wird.
  8. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Bremshebel (27) und der Bremskeil (26) durch eine Keilnutkupplung (29) miteinander zu verbinden sind.
  9. Verfahren beim Montieren von Bremssystemen in Kraftfahrzeugen, wobei das Bremssystem einen Bremszylinder (22) und eine Stößelstange (23) umfasst, die nach außen von dem Bremszylinder (26) bei dessen Aktivierung vorspringt, und einen Bremskeil (26) zum Aktivieren einer Radbremse des Fahrzeugs, sowie einen Bremshebel (27), der die Stößelstange (23) mit dem Bremskeil (26) verbindet, wobei der Bremshebel (27) auf den Bremskeil (26) in einer Richtung montiert ist, die im wesentlichen parallel zur Verlängerung des Bremskeils (26) ist,

    dadurch gekennzeichnet, dass das Verfahren die folgenden Schritte umfasst:
    • Montieren einer Montageeinrichtung (35) auf der Stößelstange (23);
    • Kombinieren des Endbereichs des Bremshebels (27), der der Stößelstange (23) am nächsten ist, mit der Montageeinrichtung (35) an einem Punkt, der innerhalb des Endes der Stößelstange (23) ist, das nach außen aus dem Bremszylinder (22) vorsteht; und auch
    • Befestigen des gegenüberliegenden Endbereichs des Bremshebels (27) an dem Bremskeil (26).
  10. Verfahren nach Anspruch 9, dadurch gekennzeichnet, dass der Bremshebel (27) mit der Montageeinrichtung (35) durch eine Gestaltmodifikation verbunden ist, die ein integraler Teil der Montageeinrichtung (44) ist, die in eine entsprechende Gestaltmodifikation (45) in dem Bremshebel (27) geführt wird.
  11. Verfahren nach Anspruch 9 oder 10, dadurch gekennzeichnet, dass die Montageeinrichtung (35) mit dem Hebel (27) über ein getrenntes Stützelement (39) verbunden ist.
Anspruch[en]
  1. Device in braking systems for motor vehicles, comprising a brake cylinder (22) with a push rod (23), arranged to project from the brake cylinder (22) when this is activated, a brake key (26) for activating a wheel brake of the vehicle, as well as a braking lever (27), one end of which is connected to said brake key (26), and the opposite end of which is connected to the push rod (23) via a separate mounting device (35) arranged on the push rod (23),

    characterized in that the mounting device (35) and the braking lever (27) comprise means (44, 45) for coupling the push rod (23) to the braking lever (27) via the mounting device (35) at a point within the end of the push rod (23) protruding from the brake cylinder (22).
  2. Device according to claim 1,

    characterized in that said means (44, 45) are constituted by at least a first modification of shape (44) in the mounting device (35), interacting with at least one corresponding second modification of shape (45) in the braking lever (27).
  3. Device according to claim 2,

    characterized in that said first modification of shape (44) is constituted by a pin, and that said second modification of shape (45) is constituted by a hole.
  4. Device according to any one of the preceding claims,

    characterized in that said mounting device (35) is constituted by an essentially sleeve-shaped element comprising internal threads arranged to interact with external threads on said push rod (23).
  5. Device according to any one of the preceding claims,

    characterized in that it comprises a supporting member (39) arranged for coupling to the mounting device (35) and the braking lever (26).
  6. Device according to claim 5,

    characterized in that said supporting member (39) comprises a third modification of shape (38), interacting with a corresponding fourth modification of shape (37) in the mounting device (35).
  7. Device according to claim 6,

    characterized in that said third modification of shape (38) is constituted by a hole and that said fourth modification of shape (37) is constituted by a pin.
  8. Device according to any one of the preceding claims,

    characterized in that the braking lever (27) and the brake key (26) are arranged to be coupled together by means of a splined coupling (29).
  9. Method when mounting braking systems in motor vehicles, which braking system comprises a brake cylinder (22) and a push rod (23) arranged to project out from the brake cylinder (26) when this is activated, a brake key (26) for activating a wheel brake of the vehicle, as well as a braking lever (27) arranged to connect said push rod (23) with said brake key (26), whereby the braking lever (27) is mounted on said brake key (26) in a direction which is substantially parallel to the extension of the brake key (26),

    characterized in that it comprises the following steps:
    • mounting a mounting device (35) on the push rod (23),
    • combining the end portion of the braking lever (27) which is closest to the push rod (23) with said mounting device (35) at a point which is situated within the end of the push rod (23) which projects out from the brake cylinder (22), and also
    • fixing the opposite end portion of the braking lever (27) to the brake key (26).
  10. Method according to claim 9,

    characterized in that the braking lever (27) is coupled to the mounting device (35) by means of a modification of shape, being an integral part of the mounting device (44), being guided into a corresponding modification of shape (45) in the braking lever (27).
  11. Method according to claim 9 or 10,

    characterized in that the mounting device (35) is coupled to the lever (27) via a separate supporting member (39).
Anspruch[fr]
  1. Dispositif incorporé à des circuits de freinage de véhicules à moteur, comprenant un cylindre de frein (22) possédant une tige de poussée (23) destinée à dépasser du cylindre de frein (22) loraque celui-ai est activé, une clavette (26) de frein destinée à activer un frein de roue du véhicule, ainsi qu'un levier de freinage (27) dont une première extrémité est raccordée à la clavette (26) de frein et l'extrémité opposée est raccordée à la tige (23) de poussée par l'intermédiaire d'un dispositif séparé de montage (35) disposé sur la tige de poussée (23),

       caractérisé en ce que le dispositif de montage (35) et le levier de freinage (27) comportent un dispositif (454, 45) destiné à coupler la tige de poussée (23) au levier de freinage (27) par l'intermédiaire du dispositif de montage (35) à un emplacement qui se trouve dans l'extrémité de la tige de poussée (23) qui dépasse du cylindre de frein (22).
  2. Dispositif selon la revendication 1, caractérisé en ce que ledit dispositif (44, 45) d'accouplement est constitué par au moins une première modification de configuration (44) du dispositif de montage (35) qui interagit avec une seconde modification correspondante au moins de configuration (45) du levier de freinage (27).
  3. Dispositif selon la revendication 2, caractérisé en ce que la première modification de configuration (44) est constituée par une broche, et la seconde modification de configuration (45) est constituée par un trou.
  4. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que le dispositif de montage (35) est constitué d'un élément ayant essentiellement une forme de manchon comprenant un taraudage destiné à coopérer avec un filetage de la tige de poussée (23).
  5. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il comporte un organe de support (39) destiné à être couplé au dispositif de montage (35) et au levier de freinage (26).
  6. Dispositif selon la revendication 5, caractérisé en ce que l'organe de support (39) comporte une troisième modification de configuration (38) qui interagit avec une quatrième modification correspondante de configuration (37) dans le dispositif de montage (35).
  7. Dispositif selon la revendication 6, caractérisé en ce que la troisième modification de configuration (38) est constituée par un trou et la quatrième modification de configuration (37) est constituée par une broche.
  8. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que le levier de freinage (27) et la clavette de frein (26) sont destinés à être couplés par un accouplement à cannelure (29).
  9. Procédé mis en oeuvre lors du montage de circuit de freinage dans des véhicules à moteur, le circuit de freinage comprenant un cylindre de frein (22) et une tige de poussée (23) destinée à dépasser du cylindre de frein (26) lorsque celui-ci est activé, une clavette de frein (26) destinée à activer le frein de roue du véhicule ainsi qu'un levier de freinage (27) destiné à raccorder la tige de poussée (23) à la clavette de frein (26), si bien que le levier de freinage (27) est monté sur la clavette de frein (26) en direction pratiquement parallèle à la longueur de la clavette de frein (26),

       caractérisé en ce qu'il comprend les étapes suivantes :
    • le montage d'un dispositif de montage (35) sur la tige de poussée (23),
    • la combinaison de la partie d'extrémité du levier de freinage (27) qui est la plus proche de la tige de poussée (23) au dispositif de montage (35) à un emplacement qui est situé dans l'extrémité de la tige de poussée (23) qui dépasse à l'extérieur du cylindre de frein (22), et aussi
    • la fixation de la partie d'extrémité opposée du levier de freinage (27) à la clavette de frein (26).
  10. Procédé selon la revendication 9, caractérisé en ce que le levier de freinage (27) est couplé au dispositif de montage (35) par une modification de configuration qui est une partie intégrante du dispositif de montage (44) et qui est guidée dans une modification correspondante de configuration (45) du levier de freinage (27).
  11. Procédé selon la revendication 9 ou 10, caractérisé en ce que le dispositif de montage (35) est couplé au levier (27) par un organe séparé de support (39).






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G Physik
H Elektrotechnik

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