EP0954691B1 - Procede et dispositif de recuperation de l'energie thermique ambiante pour vehicule equipe de moteur depollue a injection d'air comprime additionnel - Google Patents

Procede et dispositif de recuperation de l'energie thermique ambiante pour vehicule equipe de moteur depollue a injection d'air comprime additionnel Download PDF

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Publication number
EP0954691B1
EP0954691B1 EP98903101A EP98903101A EP0954691B1 EP 0954691 B1 EP0954691 B1 EP 0954691B1 EP 98903101 A EP98903101 A EP 98903101A EP 98903101 A EP98903101 A EP 98903101A EP 0954691 B1 EP0954691 B1 EP 0954691B1
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EP
European Patent Office
Prior art keywords
air
pressure
piston
compressed air
expansion
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
EP98903101A
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German (de)
English (en)
French (fr)
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EP0954691A1 (fr
Inventor
Guy Negre
Cyril Negre
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MDI Motor Development International SA
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MDI Motor Development International SA
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G1/00—Hot gas positive-displacement engine plants
    • F02G1/02—Hot gas positive-displacement engine plants of open-cycle type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
    • F01B17/02—Engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B9/00—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point
    • F25B9/002—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point characterised by the refrigerant
    • F25B9/004—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point characterised by the refrigerant the refrigerant being air

Definitions

  • the invention relates to land vehicles and more particularly those equipped with depolluted or depolluting engines with or without independent combustion chambers, operating with additional compressed air injection, and comprising a high compressed air tank pressure.
  • the fuel injector In operation with air plus additional compressed air which interests us more particularly in the context of the invention, at low power, the fuel injector is no longer ordered ; in this case, it is introduced into the combustion chamber, substantially after the admission into the latter of compressed air - without fuel - coming from the chamber suction and compression, a small amount of additional compressed air from a external tank where the air is stored under high pressure, for example 200 bars, and at the temperature room. This small amount of compressed air at room temperature will heat up on contact with the mass of high temperature air contained in the combustion or expansion chamber will expand and increase the pressure in the chamber to allow delivery during relaxation motor work.
  • This type of dual-mode or dual-energy engine air and petrol or air and compressed air can also be modified for preferential use in the city, for example on all vehicles and more particularly on city buses or other service vehicles (dumpster taxis, etc.), in additional air-compressed air single-mode, by deleting all the operating elements of the engine with conventional fuel.
  • the engine only works in single mode with compressed air injection additional in the combustion chamber which thus becomes an expansion chamber.
  • the air drawn in by the engine can be filtered and purified through one or more carbon filters or other mechanical, chemical, molecular sieve, or other filters to make a motor decontaminating.
  • air in this text means "any non-polluting gas”.
  • This method of injecting additional compressed air can also be used on conventional 2 or 4 stroke engines where said additional compressed air injection is carried out in the engine combustion chamber substantially at top ignition dead center.
  • the method according to the invention proposes a solution which makes it possible to increase the amount of usable and available energy. It is characterized by the means used and more particularly by the fact that the compressed air contained in the storage tank under very high pressure, for example 200 bars, and at room temperature, for example 20 degrees, prior to its final use at a lower pressure, for example 30 bar, is relaxed to a pressure close to that necessary for its final use, in a variable volume system, for example a piston in a cylinder, producing work that can be recovered and used by all known means, mechanical, electrical, hydraulic or other.
  • This relaxation with work has as a consequence of cooling to very low temperature, for example minus 100 ° C, the compressed air relaxed to a pressure close to that of use.
  • This compressed air relaxed to its pressure of use, and at a very low temperature is then sent to an exchanger with the ambient air, will heat up to a temperature close to room temperature, and will thus increase its pressure and / or its volume, by recovering thermal energy borrowed from the atmosphere.
  • Those skilled in the art can calculate the quantity of very high pressure air to be supplied to the expansion system with work, as well as the characteristics and volumes of the latter so to obtain at the end of this expansion with work the selected end use pressure and the temperature as cold as possible, depending on the use of the engine. Electronic management of parameters allows the quantities of compressed air used and recovered to be optimized at all times. Those skilled in the art can also calculate the dimensioning and the characteristics of the heat exchanger which can use all known concepts in this field without changing the method of the invention.
  • the work performed by the trigger is used to provide pneumatic assistance to a gas supercompression system in the combustion or expansion chamber.
  • the expansion system with work can be used to generate electricity, for example a moving core in a winding, advantageously replacing the vehicle's alternator
  • the air-air exchanger can be fitted to cool the vehicle in summer, by blowing and distributing air in the vehicle reheating which cools by passing through the radiator and transferring its calories to the relaxed air.
  • the reheating of the relaxed fresh air can be carried out in two stages with air on the one hand atmospheric then cooling or vice versa, just as it is possible to recover in start of the electrical energy race then end of the mechanical assistance energy race.
  • Figure 1 shows, schematically, seen in cross section, a motor cleaning and its compressed air supply installation, comprising a suction chamber and compression 1, a combustion or expansion chamber 2 at constant volume in which is located an additional air injector 22 supplied with compressed air stored in a very high pressure tank 23 and an expansion and exhaust chamber 4.
  • the chamber suction and compression 1 is connected to the combustion or expansion chamber 2 by a conduit 5, the opening and closing of which are controlled by a sealed flap 6.
  • the combustion or expansion 2 is connected to the expansion and exhaust chamber 4 by a conduit or transfer 7, the opening and closing of which are controlled by a sealed flap 8.
  • the suction and compression chamber 1 is supplied with air by an intake duct 13 of which the opening is controlled by a valve 14 and, upstream of which is installed a carbon filter depolluting 24.
  • the suction and compression chamber 1 functions as a set of piston compressor where a piston 9 sliding in a cylinder 10 is controlled by a connecting rod 11 and a crankshaft 12.
  • the expansion and exhaust chamber 4 controls a conventional assembly piston engine with a piston 15 sliding in a cylinder 16, which drives by via a connecting rod 17 the rotation of a crankshaft 18.
  • the rotation of the crankshaft 12 of the suction and compression chamber 1 is controlled through a mechanical link 21 by the engine crankshaft 18 of the trigger and exhaust 4.
  • a volume of overcompression consisting of a cylinder 25 in which a piston 26 moves, the displacements of which are controlled by a pressure lever 27 and 28.
  • a assistance device Between the pressure lever and its cam control 29 driven in rotation by the motor and phased with the latter, is positioned a assistance device.
  • This assistance device consists of a piston 30 sliding in a cylinder 31 closed on both sides, the piston 30 being connected by a rod 32 to a bearing 33 which door on the control cam 29 and on the other hand by a rod and rod system 34 to the lever pressure 27,28 for controlling the booster piston 26.
  • the piston 30 therefore determines in the cylinder two sealed chambers 35 and 36, a relaxation and working chamber 35 on the side of the cam 29, and a back pressure chamber 36 on the side of the pressure lever.
  • a conduit high pressure air intake 37 opens into the expansion and working chamber 35, the opening and closing of this conduit is controlled by a solenoid valve 38.
  • a conduit exhaust 39 also opens into the expansion and working chamber 35, the opening and the closing of this duct being controlled by a solenoid valve 40.
  • the exhaust duct 39 is connected on the other hand to an air air heat exchanger or radiator 41 itself connected by a leads 42 to a buffer capacity at final pressure of almost constant use 43.
  • the against pressure 36 is connected through a conduit 44 to the buffer capacity 43 which also supplies via a duct 45 the additional air injector 22.
  • the compression piston When the engine is operating in additional compressed air air mode fig 1, the compression piston has just forced high pressure compressed air into the expansion chamber 2 temperature, while the supercharging piston 26 is at its bottom dead center, the injector additional 22 is then switched to inject a small amount of air into the chamber additional at room temperature and at a pressure slightly higher than that prevailing in the expansion chamber 2. A first increase in pressure is then observed in the expansion chamber 2.
  • the solenoid valve 38 controlled by a computer opens to admit a small amount of very high pressure, room temperature air from the storage 23 then closes while simultaneously, the cam 29 begins to push back the piston assistance 30.
  • the very high pressure compressed air which has been admitted into the expansion chamber and 35 will push the assistance piston 30, which will itself, via the rods and connecting rod 34 and the pressure lever 27,28 push the overcompression piston back to its top dead center 26 further increasing the pressure in the expansion chamber 2.
  • the compressed air contained in the chamber assistance 35 will relax by producing a job and suffer a significant drop in temperature, its pressure at the end of its travel being substantially equal to the pressure of the air contained in the back pressure chamber 36.
  • the driving piston 15, controlling the expansion chamber 4 has reached its top dead center, fig 2, and the waterproof flap 8 is open for allow the expansion of the compressed air contained in the expansion chamber 2 and produce the work engine.
  • the cam 29 maintains during this expansion the over-compression piston 26 in its neutral position high, and due to the pressure lever the forces due to the pressure of chamber 2 are not retransmitted to cam 29 as well as substantially equal pressures in the chamber assistance 35 and the back-pressure chamber 36 exert no torque on said cam.
  • the cam 29, in its rotation allows to again the displacement of the assistance piston, the watertight flap 6 opens to allow the admission of a new charge into the combustion or expansion chamber 2, the solenoid valve 40 opens; stressed by the return spring 46 and by the pressure in the chamber 2 the assistance piston 30 will return to its initial position driving back into the air-air exchanger, or the radiator 41 compressed but relaxed air at low temperature contained in the room assistance 35.
  • This air will thus, thanks to the exchanger, heat up to a close temperature ambient and increase in volume by joining buffer capacity 43 having recovered a significant amount of energy in the atmosphere.
  • relaxation with work can be used to supply electrical power to the vehicle.
  • An example of a device for setting work of this process is drawn in Figure 4 where we can see a device very similar to assistance device described above and having many points in common with the latter, consisting of a piston 30 sliding in a cylinder 31 closed on both sides.
  • the piston 30 is secured to a rod 34 which carries a ferrite core 49 passing inside a winding 50, and the end of which is connected to a return spring 46.
  • the piston 30 therefore determines in the cylinder two sealed chambers 35 and 36, a relaxation and work chamber 35, and a against pressure 36 on the side of the rod 34.
  • a high pressure air intake duct 37 opens out in the expansion and working chamber 35, the opening and closing of this duct are controlled by a solenoid valve 38.
  • An exhaust duct 39 also opens into the expansion and working chamber 35, the opening and closing of this duct being controlled by a solenoid valve 40.
  • the exhaust duct 39 is connected on the other hand to an exchanger thermal air air or radiator 41 itself connected by a conduit 42 to a pressure buffer capacity almost constant end use 43.
  • the back pressure chamber 36 is connected through a line 44 to the buffer tank 43 which also supplies the air injector through a line 45 additional 22.
  • the solenoid valve 38 When the engine is operating in compressed air mode, according to the invention, and depending on the consumption of compressed air by the additional air injector 22, the solenoid valve 38 is opened and then closed to admit a very high compressed air charge pressure in chamber 35. Solicited by the pressure difference between chambers 35 and 36, the piston 30 moves by compressing the spring 46 by driving its rod 34 the movement of the ferrite core 49 in the winding 50, thereby producing an electric current. Relaxation with working the high pressure compressed air charge at room temperature produces a lowering of the temperature.
  • the solenoid valve 40 When we reach the balance of pressure or rather of effort between the chambers, the solenoid valve 40 is open and pushed by the return spring 46, the piston 30 and the core of ferrite 49 return to their initial position driving back into the air-air exchanger, or the radiator 41, the air compressed but relaxed and at very low temperature contained in the pressure and expansion 35. This air will therefore, thanks to the exchanger, heat up to a temperature close to the ambient and increase in volume by joining the buffer capacity 43 having recovered a significant amount of energy in the atmosphere.
  • the two devices described above can also be advantageously combined, in fact the pressure is maximum at the very beginning stroke of piston 30, while the effort required to operate the pressure lever is less important.
  • This device thus combined is described in Figure 5 where we can see between the system assistance and the pressure lever as in Figures 1 to 3, located on the rod drive 34 a ferrite core 49 sliding in a copper wire winding 50, similar to those described in Figure 4. During operation it therefore becomes possible to be able to recover electrical energy at the start of the race in windings 50 provided for this purpose, then to operate then, according to the mode described in FIGS. 1 to 3.
  • FIG. 6 another device of application and implementation of the method of the invention is shown in Figure 6 where the trigger produces work that can be directly used on the motor shaft, where a connecting rod assembly 53 and working piston 54, is directly coupled to the motor shaft 18,
  • This piston 54 slides in a blind cylinder 55 and determines a working chamber 35 into which opens on the one hand a high pressure air intake duct 37 whose opening and closing are controlled by a solenoid valve 38, and on the other hand an exhaust duct 39 connected to the heat exchanger air air or radiator 41 itself connected by a conduit 42 to a buffer tank at final pressure of almost constant use 43.
  • the solenoid valve 38 is opened and then closed in order to admit an air charge very high pressure tablet which will relax by pushing piston 54 back to neutral bottom and drive through the connecting rod 53 the crankshaft 18.
  • the exhaust solenoid valve 40 is then open and the compressed air but relaxed and at very low temperature contained in the working chamber is discharged into the exchanger air air or radiator 41. This air will thus heat up to a temperature close to ambient and increase in volume by joining the buffer capacity 43 having recovered a quantity significant energy in the atmosphere.
  • FIG. 7 represents, seen in perspective, an air-air heat exchanger 41 such that described in the previous figures, equipped according to the device for implementing the method of the invention described below, for air conditioning the vehicle with a very low air intake duct temperature 39 and an outlet duct after heating the air 42 for its final use, air from the atmosphere intended to heat it is collected through a duct 55 and blown through the radiator by a fan 56.
  • the air in the atmosphere cools and is collected in a duct 56 or a movable flap 57 allows direct all or part of it, depending on its opening, towards the passenger compartment of the vehicle to ensure its air conditioner.
  • the regulation of the flow of refrigerated air can be carried out by any means known in this art. area such as mask on the radiator, shutters, addition of hot air etc ... without changing the principle of this characteristic of the invention.
  • This device can be used in combination with the other devices described above without thereby changing the principle of the invention which has just been described.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Supply Devices, Intensifiers, Converters, And Telemotors (AREA)
  • Supercharger (AREA)
EP98903101A 1997-01-22 1998-01-22 Procede et dispositif de recuperation de l'energie thermique ambiante pour vehicule equipe de moteur depollue a injection d'air comprime additionnel Expired - Lifetime EP0954691B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9700851 1997-01-22
FR9700851A FR2758589B1 (fr) 1997-01-22 1997-01-22 Procede et dispositif de recuperation de l'energie thermique ambiante pour vehicule equipe de moteur depollue a injection d'air comprime additionnel
PCT/FR1998/000109 WO1998032963A1 (fr) 1997-01-22 1998-01-22 Procede et dispositif de recuperation de l'energie thermique ambiante pour vehicule equipe de moteur depollue a injection d'air comprime additionnel

Publications (2)

Publication Number Publication Date
EP0954691A1 EP0954691A1 (fr) 1999-11-10
EP0954691B1 true EP0954691B1 (fr) 2003-11-12

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ID=9503011

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EP98903101A Expired - Lifetime EP0954691B1 (fr) 1997-01-22 1998-01-22 Procede et dispositif de recuperation de l'energie thermique ambiante pour vehicule equipe de moteur depollue a injection d'air comprime additionnel

Country Status (22)

Country Link
EP (1) EP0954691B1 (xx)
JP (1) JP2000514901A (xx)
KR (1) KR100394890B1 (xx)
CN (1) CN1092758C (xx)
AP (1) AP9901594A0 (xx)
AT (1) ATE254241T1 (xx)
AU (1) AU737162B2 (xx)
BR (1) BR9807503A (xx)
CA (1) CA2278227C (xx)
CZ (1) CZ295952B6 (xx)
DE (1) DE69819687T2 (xx)
EA (1) EA001782B1 (xx)
ES (1) ES2213891T3 (xx)
FR (1) FR2758589B1 (xx)
HK (1) HK1022506A1 (xx)
HU (1) HUP0001726A3 (xx)
IL (1) IL131029A0 (xx)
OA (1) OA11186A (xx)
PL (1) PL334707A1 (xx)
SK (1) SK96999A3 (xx)
TR (1) TR199901736T2 (xx)
WO (1) WO1998032963A1 (xx)

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FR2779480B1 (fr) 1998-06-03 2000-11-17 Guy Negre Procede de fonctionnement et dispositif de moteur a injection d'air comprime additionnel fonctionnant en mono energie, ou en bi energie bi ou tri modes d'alimentation
FR2781619B1 (fr) * 1998-07-27 2000-10-13 Guy Negre Groupe electrogene de secours a air comprime
FR2797429B1 (fr) 1999-08-12 2001-11-02 Guy Negre Reseau de transport comportant une flotte de vehicules, bateau et station de rechargement en air comprime pour un tel reseau
FR2797474B1 (fr) 1999-08-12 2002-02-01 Guy Negre Station de rechargement en air comprime comportant une turbine entrainee par le debit d'un cours d'eau
FR2831598A1 (fr) 2001-10-25 2003-05-02 Mdi Motor Dev Internat Groupe motocompresseur-motoalternateur a injection d'air comprime additionnel fonctionnant en mono et pluri energies
FR2837530B1 (fr) 2002-03-21 2004-07-16 Mdi Motor Dev Internat Groupe de cogeneration individuel et reseau de proximite
FR2838769B1 (fr) 2002-04-22 2005-04-22 Mdi Motor Dev Internat Detendeur a debit variable et distribution par soupape a commande progressive pour moteur a injection d'air comprime fonctionnant en mono et pluri energie et autres moteurs ou compresseurs
FR2843577B1 (fr) 2002-08-13 2004-11-05 Mdi Motor Dev Internat Vehicule de transport urbain et suburbain propre et modulaire
CZ297785B6 (cs) * 2003-04-01 2007-03-28 Zpusob a zarízení pro premenu tepelné energie na mechanickou
FR2862349B1 (fr) * 2003-11-17 2006-02-17 Mdi Motor Dev Internat Sa Moteur a chambre active mono et/ou bi energie a air comprime et/ou energie additionnelle et son cycle thermodynamique
DE102004008093B4 (de) * 2004-02-19 2006-01-26 Andreas Hentschel Verfahren zum Betreiben eines Druckgasmotors
FR2887591B1 (fr) * 2005-06-24 2007-09-21 Mdi Motor Dev Internat Sa Groupe moto-compresseur basses temperatures a combustion "froide" continue a pression constante et a chambre active
FR2904054B1 (fr) 2006-07-21 2013-04-19 Guy Joseph Jules Negre Moteur cryogenique a energie thermique ambiante et pression constante et ses cycles thermodynamiques
FR2905404B1 (fr) 2006-09-05 2012-11-23 Mdi Motor Dev Internat Sa Moteur a chambre active mono et/ou bi energie a air comprime et/ou energie additionnelle.
US7513224B2 (en) * 2006-09-11 2009-04-07 The Scuderi Group, Llc Split-cycle aircraft engine
FR2907091A1 (fr) 2006-10-16 2008-04-18 Mdi Motor Dev Internat Sa Procede de fabrication d'une coque structurelle d'une voiture economique
US7950357B2 (en) 2007-12-21 2011-05-31 Meta Motoren-Und Energie-Technik Gmbh Method for operating an internal combustion engine and an internal combustion engine
CN102094679B (zh) * 2010-12-02 2017-03-15 无锡中阳新能源科技有限公司 一种环射式多级串联压缩空气发动机及其工质流程
WO2013078773A1 (zh) * 2011-12-01 2013-06-06 Jin Beibiao 熵循环发动机
WO2013078775A1 (zh) * 2011-12-01 2013-06-06 Jin Beibiao 双通道熵循环发动机
CN103422893B (zh) * 2012-05-25 2015-07-08 周登荣 用于气动汽车的空气动力发动机总成
CN103452589B (zh) * 2013-08-22 2016-01-20 安徽农业大学 一种用于两级式空气动力发动机的配气机构
CN104454228B (zh) * 2013-10-30 2016-06-01 摩尔动力(北京)技术股份有限公司 外置内燃活塞式内燃机
CN103899431B (zh) * 2014-04-30 2016-01-20 郭远军 一种v型负压动力设备及其做功方法
RU2619516C1 (ru) * 2016-03-29 2017-05-16 Федеральное государственное бюджетное образовательное учреждение высшего образования "Омский государственный технический университет" Поршневой двигатель
FR3066227B1 (fr) * 2017-05-09 2019-06-07 Peugeot Citroen Automobiles Sa Moteur a combustion interne avec compression isotherme haute pression d’un flux d’air admis
CN108087393A (zh) * 2017-11-28 2018-05-29 江苏金荣森制冷科技有限公司 带活塞式泄压阀的液压旁路的四通式工业恒温机
CN110700941A (zh) * 2019-10-08 2020-01-17 何观龙 离辞曲轴中心阻力的发动机
CN111120090B (zh) * 2020-02-10 2024-06-14 国网安徽省电力有限公司无为市供电公司 一种储能式动力装置
RU199020U1 (ru) * 2020-03-24 2020-08-07 Вячеслав Степанович Калекин Поршневой двигатель
CN112814742B (zh) * 2021-02-08 2023-10-31 天津大学 空气混合动力均质燃烧二级膨胀发动机系统及控制方法

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Also Published As

Publication number Publication date
EA199900670A1 (ru) 2000-02-28
EP0954691A1 (fr) 1999-11-10
HUP0001726A2 (hu) 2000-10-28
FR2758589A1 (fr) 1998-07-24
WO1998032963A9 (fr) 1999-07-29
KR20000070403A (ko) 2000-11-25
CN1092758C (zh) 2002-10-16
AP9901594A0 (en) 1999-06-30
EA001782B1 (ru) 2001-08-27
OA11186A (fr) 2003-05-13
CN1243562A (zh) 2000-02-02
ATE254241T1 (de) 2003-11-15
AU737162B2 (en) 2001-08-09
SK96999A3 (en) 2000-05-16
DE69819687T2 (de) 2004-09-30
KR100394890B1 (ko) 2003-08-21
TR199901736T2 (xx) 1999-10-21
CZ295952B6 (cs) 2005-12-14
BR9807503A (pt) 2000-03-21
CA2278227A1 (fr) 1998-07-30
FR2758589B1 (fr) 1999-06-18
PL334707A1 (en) 2000-03-13
WO1998032963A1 (fr) 1998-07-30
JP2000514901A (ja) 2000-11-07
AU5994398A (en) 1998-08-18
HUP0001726A3 (en) 2001-05-28
IL131029A0 (en) 2001-01-28
DE69819687D1 (de) 2003-12-18
CZ250299A3 (cs) 2000-04-12
ES2213891T3 (es) 2004-09-01
CA2278227C (fr) 2004-03-30
HK1022506A1 (en) 2000-08-11

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