EP1113158A2 - Moteur à combustion - Google Patents

Moteur à combustion Download PDF

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Publication number
EP1113158A2
EP1113158A2 EP00127017A EP00127017A EP1113158A2 EP 1113158 A2 EP1113158 A2 EP 1113158A2 EP 00127017 A EP00127017 A EP 00127017A EP 00127017 A EP00127017 A EP 00127017A EP 1113158 A2 EP1113158 A2 EP 1113158A2
Authority
EP
European Patent Office
Prior art keywords
piston
cam
internal combustion
combustion engine
expansion chamber
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.)
Withdrawn
Application number
EP00127017A
Other languages
German (de)
English (en)
Other versions
EP1113158A3 (fr
Inventor
Edmund Ferdinand Nagel
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.)
HEINZLE FRIEDRICH
Original Assignee
HEINZLE FRIEDRICH
WINKLER ULRIKE
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 HEINZLE FRIEDRICH, WINKLER ULRIKE filed Critical HEINZLE FRIEDRICH
Publication of EP1113158A2 publication Critical patent/EP1113158A2/fr
Publication of EP1113158A3 publication Critical patent/EP1113158A3/fr
Withdrawn legal-status Critical Current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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • 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
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • 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
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • F01B2009/061—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces by cams
    • F01B2009/065—Bi-lobe cams
    • 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
    • F02G2254/00—Heat inputs
    • F02G2254/10—Heat inputs by burners
    • F02G2254/11—Catalytic burners

Definitions

  • the invention relates to an internal combustion engine with at least one combustion chamber for the combustion of a fuel in pulsed explosions with formation a combustion gas, the combustion chamber with at least one of the Combustion chamber separate expansion chamber is connected to a piston to convert energy of the combustion gas into mechanical energy or has work.
  • the invention further relates to a method for operating of such an internal combustion engine.
  • Such a motor is known from EP 957 250 A2.
  • the advantage of one Engine with separate combustion chamber and expansion chamber is that the conditions for the combustion of the fuel and for the expansion of the combustion gas formed during the combustion independently of one another can be specified, whereby a higher efficiency can be achieved.
  • Another improvement in efficiency over conventional ones Two-stroke, four-stroke or diesel engines are used in this known engine ensures that for each explosion cycle the combustion chamber with a constant, optimal loading of flammable mixture is filled.
  • For controlling the output of the engine does not change the loading of the combustion chamber, but there are between work cycles in which the flammable Mixture is ignited in the combustion chamber, also empty cycles inserted. In these there is no ignition of the mixture, but this remains unburned in the combustion chamber.
  • EP 957 250 A2 In order to transmit the drive power of such a controlled Motor on a drive shaft, such as a wheel To enable a motor vehicle are relatively complex in EP 957 250 A2 Measures necessary.
  • the piston is the expansion chamber connected to a connecting rod which drives the drive shaft a controlled according to the required power and the required torque Automatic transmission drives. This creates a considerable control effort, in addition, lateral forces on the crankshaft Piston exercised so that oil lubrication of the piston is required.
  • EP 957 250 A2 remains the piston of the Expansion chamber in an idle cycle advantageously at its top Dead center. To transfer the drive power here is again a relatively complex one Hydraulic transmission device required.
  • the object of the invention is in an internal combustion engine of the beginning mentioned type a simplified transmission of the power of the piston to allow the expansion chamber on a drive shaft, with the Efficiency-optimized control of the motor (with preferably constant Loading of the combustion chamber) besides work cycles also empty cycles or cycle breaks can be inserted, in which the piston of the expansion chamber remains in its top dead center.
  • a drive shaft can be driven via a cam mechanism, which is a cam and has an associated thrust member, with a independent of a continuous rotation of the cam disc, irregular Timing of the engine cycles, which pauses the piston of the expansion chamber at its top dead center, the thrust member can be lifted off the cam.
  • Cam gears have a cam with a correspondingly designed Circumferential contour and (as input or output element) on the cam disc adjacent thrust link.
  • Such a cam mechanism now enables a simple separation of the piston of the expansion chamber during one Idle cycle or a cycle break from the drive shaft, if for the thrust link A tread of a cam is provided on one side only and the thrust member lifted from the cam disc during idle or pause remains.
  • the thrust member from the free end of the piston rod formed which is conveniently designed as a roller tappet is, which acts on a cam disc arranged on the drive shaft.
  • separate Pre-compression devices are, for example, in clocked internal combustion engines already known from DE 32 14 516 A1.
  • the exemplary embodiment is the piston rod of the piston of the pre-compression device with the piston of the expansion chamber via a common piston rod connected.
  • At least one opening into the expansion chamber is preferred Injection nozzle for injecting a coolant to introduce a to the Explosion stroke subsequent implosion stroke provided.
  • the schematically illustrated embodiment of an inventive Internal combustion engine has combustion chambers 1, 1 ', which are controlled by combustion chamber exhaust valves 2, 2 'are connected to an expansion chamber 3, which from the cylinder space of a piston-cylinder unit having a piston 4 5 is formed.
  • An internal combustion engine according to the invention can also have multiple expansion chambers with one or more combustion chambers are connected.
  • the thermal insulation of the combustion chambers could also result from this take place that the combustion chambers themselves from a heat insulating material appropriate strength, for example a ceramic, are made.
  • the fuel is injected directly into the combustion chambers 1, 1 '.
  • the spray characteristic of the double nozzles 8, 8 ' is for the Fuel fan-shaped, so that the walls 7 of the combustion chambers 1, 1 ' When fuel is injected, it is wetted with fuel as well as possible or over a large area become.
  • an electromagnetic Switching valve 9 is provided, to which a pressure accumulator 10 in the form of a Wind boiler is connected, which is acted upon by a fuel pump 11 , which in turn promotes fuel from a tank 12.
  • the target switching time of the electromagnetic switching valve 9 is in the range of one millisecond.
  • Such Electromagnetic switching valves are known in motor vehicles (for example K-Jettronic or Common-Rail).
  • the insulation 6 also extends over the cylinder head 14.
  • the piston 4 is provided with insulation 15. Only the cylinder wall 16 is not thermally insulated to avoid excessive thermal stress on the piston seal 17 to avoid.
  • This seal 17 is water-lubricable, and one or more in the piston rod 18 arranged cooling water injectors, their function more precisely below is explained, cause additional cooling or lubrication of the piston seal 17th
  • Water injection is used to reduce the NOx emissions of the internal combustion engine together in the combustion chambers 1, 1 'during the explosion cycle provided with the fuel.
  • This water injection also takes place via the double nozzles 8, 8 '.
  • the double nozzles 8, 8 'each have a central one inner nozzle for the injection of the fuel and an inner nozzle ring-shaped outer nozzle for the injection of water.
  • the outer water nozzle points to hers Circumferential wall a water inlet and an opposite water outlet on and is also in the closed state of its nozzle mouth by Cooling water flows through and thereby cools the internal fuel nozzle, see above that no fuel can evaporate if the walls 7 of the combustion chambers 1, 1 ' are hot, but no explosion cycle is currently being carried out, but the Machine paused.
  • the flow of water through the outer water nozzle the double nozzle 8, 8 ' is caused by the pump 11, which water from a Collecting container 20 promotes.
  • an electromagnetic valve 21 is provided in the return of the outer water nozzle of the double nozzle 8, 8 'an electromagnetic valve 21 is provided.
  • the piston 4 of the expansion chamber 3 is connected to a pre-compression device, which is formed by a piston-cylinder unit 25.
  • the piston 24 this piston-cylinder unit and the piston 4 of the expansion chamber 3 point a common piston rod 18.
  • air into the cylinder chamber via the check valve 26 the piston-cylinder unit 25 sucked.
  • the amount of time of reaching the bottom dead center of the piston 4 sucked air can be changed by the throttle 27 adjustable via the servomotor 28 become.
  • With a subsequent upward movement of the piston 4 or connected piston 24 of the pre-compressor unit is the sucked-in air pressed into the combustion chambers 1, 1 'via the check valves and into these pre-compressed.
  • the conversion of the energy of the hot formed in the combustion chambers 1, 1 ' Combustion gas, which drives the piston 4 in the expansion chamber 3, in mechanical energy of the drive shaft 32 takes place via a drivable by the piston 4 Cam gear 31.
  • the thrust member 30 of the cam gear is from Free end of the piston rod 18 of the piston 4 formed in the embodiment shown the common piston rod of the piston 4 of the expansion chamber and the piston 24 of the pre-compressor unit.
  • the thrust link 30 is designed as a roller tappet, with a piston rod 18 at the free end Wheel or roller 33 is rotatably supported by a ball bearing.
  • the thrust link 30 acts on and arranged on the drive shaft 32 cam 31 the piston rod 18 is outside the piston-cylinder unit 5 in a roller bearing 34 mounted, which also the lateral forces exerted on the thrust member 30 records.
  • the cam disc 31 has along The circumference has two symmetrically formed cams 38.
  • the one in the downward movement of the piston 4 in contact with the roller 33 part of the cam 31 forms a first running surface 39 of the cam disk 31.
  • a second running surface 40 is provided on the cam disk 31, from which the piston 4 can be reset to its top dead center.
  • the via the second tread 40 and the thrust member 30 to the piston 4 and the However, the force exerted on piston 24 is shown in FIG Embodiment of the invention of the in the implosion cycle on the piston 4 acting force supported or can even be replaced by this.
  • the time required for complete combustion depends among other things on the fuel used, on the pre-compression of the Fresh air in the combustion chambers 1, 1 'and from the burner shape and is for example about 3 milliseconds.
  • To determine the speed and the angular position of the shaft 32 can be detected by suitable sensors.
  • the cam disc 31 Before starting the internal combustion engine the cam disc 31 is brought into a position by the electric motor 41, that the roller 33 is just against the beginning of the first tread 39 to the correct Ensure the direction of rotation of the drive shaft 32 when starting.
  • the electric motor 41 acts as a generator for energy supply the electrical components of the vehicle and for charging the vehicle battery.
  • the combustion chamber exhaust valves 2, 2 'opened and the hot, pressurized Combustion gas flows into the expansion chamber 3 and drives it there Piston 4 down.
  • the piston performs via the cam mechanism 30, 31 Work against the drive shaft 32.
  • the combustion gas has reached about atmospheric pressure relaxes when the piston 4 reaches bottom dead center UT.
  • the volume the expansion chamber 3 is much larger, preferably more than twenty times larger than the total volume of the expansion chamber 3 in Connected combustion chambers 1, 1 '.
  • the hot combustion gas preferably flows out the combustion chambers 1, 1 'throttled into the expansion chamber 3.
  • the combustion chamber exhaust valves 2, 2 ' not suddenly at maximum speed but gradually opened.
  • the line cross sections between the Combustion chambers 1, 1 'and the expansion chamber 3 can be relatively small.
  • the advantage of throttled outflow of the hot combustion gases is in the reduced pressure peaks on the piston 4 and all associated with it Parts work. Since the throttling represents a friction of the gas, this leads to to warm the gas. This increase in the temperature of the expansion gas leads to an increase in its volume or pressure. Now has but this gas in the internal combustion engine according to the invention when it flows out not yet worked from the combustion chambers 1, 1 ', so that the exergy of the Gas is not changed by this throttling effect, i.e. there is no loss.
  • Embodiment of the invention initiated an implosion cycle, in which the Flushing of the combustion chambers 1, 1 'and their refilling and pre-compression takes place.
  • the cooling water injection nozzles 42 severe ring-shaped Injection nozzles or one arranged along the circumference of the piston rod 18 single annular injection nozzle
  • the cooling water injection nozzles 42 are made from one pressure accumulator 45 acted upon by a pump 44 in the form of a diaphragm fed.
  • the pump 44 draws its water from that already mentioned Storage tank 20.
  • the cooling water is injected under high pressure, whereby the spray water jet each fan-shaped in the circumferential direction of the cylinder wall 16 is spread out and with respect to the piston 4 at an acute angle is oriented upwards. Excess cooling water, which on the cylinder wall 16 strikes, can thus exit into the circumferential water catch groove 47. Spraying the coolant lowers the temperature of the hot explosive gas suddenly and a negative pressure forms, whereby the Pressure in the expansion chamber at the beginning of the implosion cycle is approx. 0.2 bar. This negative pressure causes the piston 4 to move upward in the direction of the upper one Dead center pulled OT. The force exerted on it is via the piston rod 18 transferred to the piston 24 of the pre-compression device.
  • the piston 24 moving upwards presses the piston-cylinder unit in the cylinder space 25 stored fresh air via the check valves 29, 29 'in the combustion chambers 1, 1 ', whereby the combustion gas is first flushed out in these and is replaced by fresh air. If the charge exchange, that too is supported by the negative pressure in the expansion chamber 3, completed is, the combustion chamber exhaust valves 2, 2 'are closed and as a result an increased pressure is built up in the combustion chambers 1, 1 '. That pressure is preferably in the range between 5 bar and 15 bar and particularly preferred is the range between 7 bar and 11 bar.
  • the spraying of the cooling liquid through the injection nozzles 42 is only in the carried out the first phase of the upward movement of the piston 4 and switched off, before the injected coolant onto the hot cylinder head 14 would hit.
  • the injected coolant is also used for cooling the cylinder wall 16 and for lubricating the piston seal 36.
  • a piston 48 can be provided for the force exerted on the piston 24 of the pre-compressor unit be, which biases the piston 24 towards its top dead center and which is stretched during the explosion cycle.
  • the thrust member 30 rises during of the implosion stroke normally from the relevant second tread 40 on the cam disc 31.
  • the first running surface 39 of the cam disc 31 extends over approximately 40 ° to 70 ° of the circumference of the cam, while the second tread 40 extends over approximately 110 ° to 140 °.
  • This second tread 40 is here only as Safety device provided if there is no coolant due to an infirmity is injected to trigger an implosion cycle.
  • the return speed of the piston 24 is electronic measured. It must be ensured that the piston 24 or the piston 4 to was just decelerated to zero speed at top dead center, that on the other hand the piston 24 or the piston 4 is the top dead center straight reached.
  • would an air cushion in the cylinder space of the piston-cylinder unit 25 would remain immediately after the upward movement of the Piston 24 exert a downward force on this piston 24, i. H. possibly before opening the combustion chamber exhaust valves 2, 2 'in the next Explosion stroke.
  • the first tread 39, 39 ' formed steeper than the second tread 40, 40'.
  • the spring 48 can also be omitted.
  • the upward movement of the In this case, piston 24 is supported by cam disc 31 as standard.
  • cam disc 31 ′ designed in accordance with FIG. prefers.
  • the first tread 39 'again has one Angular range from about 40 ° to 70 ° of the circumference of the cam disc while the angular range of the second tread 40 'now approximately in the range between 50 ° and 80 °.
  • the piston 4 or the piston 24 is thereby from the lower Dead center UT in upper dead center OT, the due to the implosion force exerted on the piston 4 continues this process before supported.
  • the length of the region 49 can - depending on the combustion speed of the fuel used - the break at top dead center OT can be set.
  • the piston compresses on its way from bottom dead center to top dead center 4 of the expansion chamber 3 further that in the expansion chamber 3 Combustion gas, which in the case of the injection of a coolant is initially under negative pressure.
  • Combustion gas which in the case of the injection of a coolant is initially under negative pressure.
  • ring 51 of the expansion chamber exhaust valve moved up.
  • a plurality of the ring 51 return springs 52 acting upward are provided (see FIG. 4). This pull the ring 51 into its upper, an annular outflow channel 53 releasing Position when the plungers 55 arranged in the hydraulic cylinders 54 not be pressurized by the hydraulic fluid.
  • the hydraulic cylinders 54 are also on the top of the cylinder head 14 along the circumference of the Ring 51 arranged several times. To seal the ring 51 are next to the side this extending O-rings 56, 57 arranged. For sealing the outlet duct 53 in the lower position of the ring 51, the seal 67 is provided. To increase the sealing pressure, the ring 51 has on its lower edge a wedge-shaped taper.
  • the expansion chamber outlet valve 50 is still from the Exhaust duct 53 surrounding the outside and forming a check valve O-ring 58 closed.
  • the O-ring 58 releases the outflow channel 53 and the cooled combustion gas, together with the cooling liquid contained therein, is pressed into the exhaust pipe 59.
  • the exhaust gas-water vapor mixture is pressed into the spray head 22, through which it enters the air intake funnel 23 is sprayed.
  • the exhaust gas / water vapor mixture mixes with ambient air in a factor of 1:10 to 1:25 and suddenly opens up cooled about 30 ° C.
  • the cooled water is deposited in the separator 60.
  • the fresh air is drawn in by means of a downstream suction fan 61.
  • the exhaust-cooling air mixture is excreted via an exhaust 62, while the separated cooling water is returned to the collecting tank 20 becomes.
  • a working cycle is the Internal combustion engine completed and the combustion chambers 1, 1 'are pre-compressed Fresh air filled.
  • the next cycle of the internal combustion engine can, depending on the current power requirement, either be triggered in this way be (by injecting fuel into the combustion chambers 1, 1 ') that the Combustion is completed at a time when the thrust member 30 has just reached the next first tread 39, 39 ', or there may be one more or less long pause.
  • the next duty cycle of the internal combustion engine is by injecting Fuel is introduced into the combustion chambers 1, 1 'at such a time, that after completion of combustion when the combustion chamber exhaust valves 2, 2 ' be opened, the thrust member 30 just at the beginning of a first tread 39, 39 'of the cam disc 31 is located.
  • pre-compression device and thrust member 30 can also two or several such units can be provided, which are in a corresponding Relation to each other and on the same or more cams 31 act. In each case, vibration-free running is advantageous Such units working in pairs and in opposite directions are provided. This means that gas and mass movements cancel each other out. 6 an embodiment is shown schematically in which four such Units 65 act on a single cam.
  • the cam disk 31 has two cams 38 on. In principle, it would also be conceivable and possible to use a cam 38 or to provide more than two such cams 38.
  • piston rod 18 is perpendicular to the drive shaft 32 aligned.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
EP00127017A 1999-12-27 2000-12-09 Moteur à combustion Withdrawn EP1113158A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT218799 1999-12-27
AT218799 1999-12-27

Publications (2)

Publication Number Publication Date
EP1113158A2 true EP1113158A2 (fr) 2001-07-04
EP1113158A3 EP1113158A3 (fr) 2002-06-26

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP00127017A Withdrawn EP1113158A3 (fr) 1999-12-27 2000-12-09 Moteur à combustion

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US (2) US6449940B2 (fr)
EP (1) EP1113158A3 (fr)

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US7316116B2 (en) * 2003-02-14 2008-01-08 Adle Donald L Flywheel combustion engine
US7219631B1 (en) * 2003-02-24 2007-05-22 O'neill James Leo High torque, low velocity, internal combustion engine
US6895907B2 (en) * 2003-10-10 2005-05-24 Julius Drew Diesel engine
US20050115243A1 (en) * 2003-12-01 2005-06-02 Adle Donald L. Flywheel vane combustion engine
US20060191501A1 (en) * 2003-12-01 2006-08-31 Adle Donald L Flywheel vane combustion engine
US7017534B2 (en) * 2004-04-01 2006-03-28 Chaney Ray O Piston-cam engine
US7328682B2 (en) * 2005-09-14 2008-02-12 Fisher Patrick T Efficiencies for piston engines or machines
US7240668B1 (en) * 2006-07-18 2007-07-10 Delphi Technologies, Inc. Fuel leak detection apparatus and method
US8156919B2 (en) 2008-12-23 2012-04-17 Darrow David S Rotary vane engines with movable rotors, and engine systems comprising same
US8247915B2 (en) * 2010-03-24 2012-08-21 Lightsail Energy, Inc. Energy storage system utilizing compressed gas
US8146354B2 (en) 2009-06-29 2012-04-03 Lightsail Energy, Inc. Compressed air energy storage system utilizing two-phase flow to facilitate heat exchange
US8196395B2 (en) * 2009-06-29 2012-06-12 Lightsail Energy, Inc. Compressed air energy storage system utilizing two-phase flow to facilitate heat exchange
US8436489B2 (en) 2009-06-29 2013-05-07 Lightsail Energy, Inc. Compressed air energy storage system utilizing two-phase flow to facilitate heat exchange
US8594132B2 (en) 2011-05-17 2013-11-26 Argela Yazilim ve Bilisim Teknolojileri San. ve Tic. A.S. Quality of service cognizant scheduler for femtocell base stations
US9243556B2 (en) * 2013-08-20 2016-01-26 Mohammad Hesham Fayiz Abazid Transmission mechanism for a vehicle internal combustion engine
IT201600124647A1 (it) * 2016-12-09 2018-06-09 Ibs Motortech Italia Srl "sistema per la trasformazione reversibile di un moto alternato in moto rotatorio"
CN112282931A (zh) * 2020-10-20 2021-01-29 苗立志 一种新能源汽车发动机

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EP0957250A2 (fr) 1998-05-14 1999-11-17 HMS Artist Scheier OEG Moteur à combustion interne

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US5813372A (en) 1994-12-02 1998-09-29 Advanced Engine Technology Pty Ltd. Axial piston rotary engine
EP0957250A2 (fr) 1998-05-14 1999-11-17 HMS Artist Scheier OEG Moteur à combustion interne

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Publication number Publication date
US20010039795A1 (en) 2001-11-15
US6449940B2 (en) 2002-09-17
EP1113158A3 (fr) 2002-06-26

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