EP1173666A1 - Method and system for starting combustion engines - Google Patents
Method and system for starting combustion enginesInfo
- Publication number
- EP1173666A1 EP1173666A1 EP00927945A EP00927945A EP1173666A1 EP 1173666 A1 EP1173666 A1 EP 1173666A1 EP 00927945 A EP00927945 A EP 00927945A EP 00927945 A EP00927945 A EP 00927945A EP 1173666 A1 EP1173666 A1 EP 1173666A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- air
- fuel
- fuel ratio
- combustion
- engine
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
Definitions
- the present invention relates to a method for starting combustion engines according to the preamble of claim 1, and a system used for the application of the method as specified according the preamble of claim 15.
- Such a method is known from US-A-5.605.138, in which a method for starting engines with another type of fuel is described, wherein the amount of fuel supplied is established from a basic value. Depending on the change of engine rotation speed during starting, it is determined whether or not a correction to the basic value of the amount of fuel supplied is necessary. For instance, the fuel amount supplied can be increased by some 20% after each 2 nd revolution when no ignition occurs. This gradual increase is repeated until the engine catches up speed.
- the fuel injection system adapts to the quality and properties of the fuel used. Starting engines with a different kind of fuel than the fuel used previously, could cause starting problems. In most cases the fuel system has been able to adapt to the fuel previously used, and has established some kind of correction or adaptation for the fuel supply.
- a different kind of fuel could correspond to either of different blends of natural gas having differing calorific values, or different mixtures of gasoline/methanol for flexible fuel engines, or different blends of gasoline or diesel having differing octane or cetane numbers respectively, or gasoline having differing volatility.
- intermediate fuel tank is isolated from the main fuel tank in a controlled manner.
- the purpose of such an intermediate fuel tank is to be able to start at the same kind of fuel as the fuel used previously, i.e. before shut-off. Even if the engine was run on pure gasoline before shut-off, and refuelled with methanol in the main fuel tank, the engine could be started successfully. Once the engine is started, the content of the intermediate tank will gradually assume the same quality as the fuel contained in the main fuel tank.
- An object of the invention is to provide a method and system for controlling fuel supply during start-up, in which the aforementioned disadvantages of the prior art methods and systems are avoided.
- the air- fuel ratio in a first of said combustion chambers is controlled to a first air-fuel ratio, and the air-fuel ratio for each of the other of said combustion chambers is reduced from the first air-fuel ratio by respective steps of a first predetermined amount.
- the first predetermined amount is equal to the first air-fuel ratio minus a second air-fuel ratio, divided by the number of combustion chambers of the engine minus one.
- the first air-fuel ratio is the highest air-fuel ratio perceivable for the engine
- the second air- fuel ratio is the lowest air-fuel ratio perceivable for the engine.
- the air-fuel ratio of a second combustion chamber with a lower air- fuel ratio than the air- uel ratio in the first combustion chamber is controlled to a second predetermined amount above the air-fuel ratio in the first combustion chamber during a predetermined number of cycles. This will realise a forced ventilation of the combustion chambers which initially received a too rich air- fuel mixture.
- the method is only applied after detection or anticipation of a difficult starting condition, such as a refuelling event, a short operation of the engine, or a long period of non- operation of the engine.
- a difficult starting condition such as a refuelling event, a short operation of the engine, or a long period of non- operation of the engine.
- a change of the quality or other properties of the fuel used may have occurred, necessitating the use of the method according to the invention.
- the engine will probably start quickly with the present settings of the fuel system.
- a second aspect of the present invention relates to a system for controlling fuel supply to a combustion engine, in which the combustion engine comprises at least two combustion chambers and at least one individual injector for supplying fuel to each individual combustion chamber, the system comprising memory means for storing a predetermined amount of fuel to be supplied dependent of operating conditions of the combustion engine, and correction values established during operation of the engine and needed in order to obtain optimum efficiency from the combustion engine by orrecting the predetermined amount of fuel to be supplied dependent of operating conditions of the combustion engine and combustion detection means for detecting a combustion in any of said combustion chambers, characterised in that the system further includes processor means which are arranged for execution of the method according to one of the claims 1 through 14.
- a third aspect of the present invention relates to a computer readable medium characterised in that it comprises a software program, which, after downloading of the program in a motor management system provided with combustion detection means, provides the motor management system with the functionality of the method according to one of the claims 1 through 14.
- Fig. 2 shows a flow diagram of a control algorithm for the fuel supply according the inventive method
- Fig. 3 shows how air-fuel ratio is changed between cylinders according to the inventive method during cranking
- a combustion engine 1 is shown with four combustion chambers 4a...4d.
- the engine is equipped with an inlet manifold 2 and an exhaust manifold 3. Air for combustion is drawn into the combustion chambers via filter 20 and an air mass meter 22.
- the air mass meter 22 may be of the "hot-wire" type, by which the total mass drawn into the combustion chambers can be determined.
- Fuel is supplied to the individual cylinders 4a...4d from a main fuel tank 10, using a fuel pump 11 supplying fuel to the fuel rail 12 via fuel supply line 14.
- Fig. 1 also an intermediate volume 17 is shown, which volume could visualise any intermediate volume between the main fuel tank 10 and the fuel rail 12. Such intermediate volumes could be formed by fuel feed -lines, fuel filters and fuel pressure accumulators etc., and could add up to considerable volumes.
- a fuel return line 15 is installed between the fuel rail 12 and the fuel tank 10.
- the purpose of the return line 15 is to assure a certain continuous flow of fuel in the fuel rail 12, avoiding vapour lock problems caused by high engine temperatures.
- the fuel pump 11 could instead be controlled by a pressure sensor in the fuel rail 12, such that the pressure level is kept at an appropriate level.
- the fuel tank 10 is further provided with a fill opening 16 and a fuel quantity sensor 18.
- the amount of fuel being supplied to each individual cylinder 4a...4d is controlled by fuel injectors 13 (only the right hand injector for cylinder 4d indicated in Fig. 1).
- the duration of opening of the injectors is controlled by an Electronic Control Module ECM depending on detected engine operation parameters.
- the ECM By controlling the amount of fuel injected in each cylinder 4a...4d, the ECM actually controls the air-fuel ratio in each cylinder 4a...4d, as the air mass is known from the air mass meter 22.
- the ECM is provided with a memory module 21 for storing data.
- the ECM detects the prevailing operational parameters of the engine in a conventional manner by using a coolant temperature sensor 6, an engine speed sensor 5, an inlet manifold pressure sensor 23 or the air mass meter 22.
- a lambda sensor 7 located in the exhaust manifold 3 also feed-back information relating to the air-fuel ratio can be obtained.
- the lambda sensor 7 is conventionally located in the exhaust stream before a catalytic converter 8.
- a second lambda sensor could be used after the catalytic converter 8, mainly for diagnostic purposes of the converter 8.
- this information cannot be used when starting the engine 1, as the lambda sensor 7 does not function reliably when cold.
- a starter motor 9 engaging cogs at the periphery of a flywheel (not shown), the engine can be started.
- Fig. 2 a flow-chart is shown of a software program describing the inventive method during starting of an engine of a type as shown in Fig. 1.
- Combustion engines operating with natural gas could use fuel qualities with substantial difference in calorific value.
- Combustion engines operating with different mixtures of methanol and gasoline, i.e. all mixtures from 100% methanol to 100% gasoline, could also use fuel qualities with substantial difference in calorific value/octane numbers.
- combustion engines being operated at standard fuels such as diesel and gasoline, could use fuel qualities with different octane numbers and cetane values, respectively. Also, in the case of gasoline, the volatility of the fuel may be different.
- a different fuel could be supplied during starting if the main fuel tank 10 has been refuelled.
- a flexible fuel engine 1 operating on any mixtures of methanol and gasoline, could have been operated on pure gasoline before stopping for refuelling. If methanol is refuelled to the main tank, only having a small residual volume of gasoline in the order of some litres, then the overall mixture within the main fuel tank 10 would assume an almost pure methanol content.
- Detection of a refuelling event could be made by using a fuel quantity sensor 18 in the fuel tank 10, as illustrated in Fig. 1.
- the signal from the level indicator 18 is sent to the ECM, and by comparison with a previous level value stored in a memory 21 of the ECM, a refuelling event can be distinguished.
- refuelling can be detected by a pressure sensor in the gas fuel- tank 10.
- a refuelling sensor in the fill opening 16 of the fuel tank 10 can be used.
- the necessary fuel amount to be injected by each individual fuel injector 13 of cylinders 4a...4d (FCYLI-FCYW) is determined from the map stored in the memory 21 and a correction of the fuel amount for individual cylinders 4a...4d according to the present method.
- controlling the amount of fuel to be injected by each individual fuel injector 13 also controls the air- fuel ratio in each cylinder 4a...4d.
- the map is empirically determined, and for each combination of at least speed, load and temperature of the engine 1 a fuel amount is given by said map. In this example it is assumed that the map is determined for the best possible fuel perceivable by the engine 1. I.e. for each operation condition a rather small fuel volume is needed for proper combustion, and any correction of that basic fuel volume would cause a change in fuel volume. In practice the map would contain an average opening duration for the injectors 13.
- Program sequence 43 is explained also by reference to Fig. 3.
- the fuel volume selected according the inventive method for cylinder 4a, F CYLI could be given by the amount indicated by the map, i.e. MAP_FUEL, and the correction factor CF.
- the amount of fuel injected to F CYLI would correspond to the volume given by the map.
- the relative air-fuel ratio obtained in cylinder 4a is shown in Fig. 3 by the dotted line starting at A/F] at the vertical A/F axis, e.g. at the leanest possible A/F-ratio perceivable by the engine 1.
- the fuel volume selected according the inventive method for cylinder 4b, F CY 2 could be given by the same amount as selected for cylinder 4a with a small additional amount ⁇ f.
- the additional amount ⁇ f is selected such that the air-fuel ratio obtained in the cylinders 4a...4d by the injected volume would differ by a fraction 1/X, where X is the number of cylinders of the engine, and within the range from the substantially leanest possible to the substantially richest possible air- fuel mixture perceivable by said engine 1.
- the fuel amount selected for cylinder 4b in a four cylinder engine could thus be expressed as;
- F CYL2 CF * MAP_FUEL + ( l A * MAX_FUEL - MAP_FUEL)
- the relative air-fuel ratio obtained in cylinder 4b is shown in Fig. 3 by the hashed line starting below A/Fi at the vertical A F axis, i.e. below the dotted line initially corresponding to the leanest possible A/F-ratio perceivable by the engine 1 as injected in cylinder 4a.
- the fuel amount according the inventive method is selected for cylinder 4c such that the air-fuel ratio obtained in the cylinder 4c is increased by a further amount ⁇ f; i.e. expressed as;
- F CYL3 CF * MAP_FUEL + ( 2/4 * MAX_FUEL - MAP_FUEL)
- the leanest and richest possible conditions perceivable by the engine correspond in practice to the shortest and longest opening time for the injector, with the fuel qualities commercially available.
- the limits A F] and A/F 2 could be adjusted if any extreme type of fuel quality should be obtained.
- cylinders 4a...4d are given different air-fuel ratios for each cylinder.
- the actual air-fuel ratio for each cylinder is maintained in Fig. 3 for the first three cycles.
- a successful ignition is obtained in cylinder 4c for the 2 nd and 3 rd cycle.
- a successful ignition is considered to be established if two consecutive combustions have been obtained in one individual cylinder 4a...4d. If the successful ignition is detected in program sequence 44 (see Fig. 2), then the program proceeds to sequence 47.
- the fuel amount for at least cylinders 4a and 4b is changed immediately to the same fuel amount used for cylinder 4c wherein a successful ignition has occurred.
- cylinders wherein the air-fuel mixture is somewhat richer than the air fuel mixture of cylinders experiencing successful combustion may require an alternative approach.
- a cylinder with richer than optimal mixture such as cylinder 4d in Fig. 3 it could be advantageous to subject the cylinder 4d to some forced ventilation.
- routines are indicated in blocks 45 and 46 of the flow diagram of Fig. 2. If no ignition occurs the flow diagram continues from decision block 44 to block 45. If the engine refuses to start for a predetermined number of cycles, e.g. 6 cycles in Fig. 4, which is detected in block 46 of Fig. 2, then the fuel amount to each individual injector is increased by predetermined amount ⁇ fsTEP, leading to lower air-fuel ratios A/F. This can for example be implemented by increasing the correction factor CF in block 46 of Fig. 2, after which the flow diagram continues with block 43 for determining the air- fuel ratio to be supplied to each cylinder 4a...4d.
- the predetermined amount ⁇ fsT EP by which the fuel amount is increased is only a fraction of the difference in fuel volume ⁇ f supplied to another combustion chamber 4a...4d obtaining the closest but different air-fuel ratio A/F.
- any further incremental increase is interrupted when the increased air-fuel ratio for one cylinder 4a...4d is approaching the air- uel ratio initially used in the next "richer " cylinder 4a...4d.
- the first and second predetermined amounts ⁇ f, ⁇ fsT EP may be made smaller, and the method is again applied.
- Fig. 4 it is shown that two incremental increase steps ⁇ fsTE have been initiated before a first successful combustion is detected, followed by a detected missing combustion and thereafter a detected second successful combustion.
- Such a combustion sequence with alternating combustion and non-combustion is a typical behaviour if the air fuel mixture is somewhat lean, and the residual amount of fuel from a preceding non- combustion event is sufficient to cause the right air-fuel mixture for successful ignition of the air-fuel mixture.
- An advantage with such an approach is that at least three cylinders 4a...4c could be controlled such that a successful combustion is obtained rapidly in each of-the three cylinders 4a...4c, and the fourth remaining combustion chamber is only gradually changed in order to be able to determine if a somewhat richer air-fuel mixture is needed.
- FIG. 5 an alternative approach for the inventive method is shown, which method advantageously could be implemented in applications where wall-wetting problems occur or if large amounts of residual fuel could be contained within a combustion chamber 4a...4d after a misfire.
- an extended forced ventilation is initiated in those combustion chambers 4a...4d found to have been supplied with an excessively rich mixture.
- the "ideal" (indicated at the vertical axis) air-fuel mixture A/F, d eai is found for cylinders 4a-4c, causing a successful combustion in each cylinder, an excessive lean-out control is implemented for the richer than ideal combustion chamber 4d.
- the fuel amount to be injected is altered to the same amount as supplied initially to the cylinder 4c having a next leaner to the ideal air-fuel mixture A/F,deai-
- the fuel amount for cylinder 4d is altered to the same amount as initially supplied to cylinder 4c.
- a successful combustion could be detected when the acceleration value is above a certain threshold.
- An improved combustion could also be detected by an increase of the momentary acceleration value.
- Another method for detecting a successful combustion could use sensors mounted in the combustion chamber, detecting the actual combustion. Such sensors could be ionisation sensors, pressure-sensors or light-sensors, which detects ionisation, pressure increase or the intensity of light respectively.
- the invention is not restricted to the kind of combustion detection means.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
NL1011907A NL1011907C2 (en) | 1999-04-27 | 1999-04-27 | Method and device for starting internal combustion engines. |
NL1011907 | 1999-04-27 | ||
PCT/NL2000/000275 WO2000065217A1 (en) | 1999-04-27 | 2000-04-27 | Method and system for starting combustion engines |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1173666A1 true EP1173666A1 (en) | 2002-01-23 |
EP1173666B1 EP1173666B1 (en) | 2004-06-02 |
Family
ID=19769097
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00927945A Expired - Lifetime EP1173666B1 (en) | 1999-04-27 | 2000-04-27 | Method and system for starting combustion engines |
Country Status (8)
Country | Link |
---|---|
EP (1) | EP1173666B1 (en) |
JP (1) | JP2002543326A (en) |
CN (1) | CN1139723C (en) |
AU (1) | AU764458B2 (en) |
CA (1) | CA2367739A1 (en) |
DE (1) | DE60011260T2 (en) |
NL (1) | NL1011907C2 (en) |
WO (1) | WO2000065217A1 (en) |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2817589A1 (en) * | 2000-12-06 | 2002-06-07 | Renault | Fuel injection control method for motor vehicle internal combustion engine starting involves steadily increasing the amount of gaseous fuel injected during the starting phase |
JP3991809B2 (en) | 2002-08-01 | 2007-10-17 | トヨタ自動車株式会社 | Fuel injection device for start of internal combustion engine |
DE10238241B4 (en) * | 2002-08-21 | 2010-04-22 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
JP4557816B2 (en) | 2004-12-17 | 2010-10-06 | トヨタ自動車株式会社 | ENGINE START CONTROL DEVICE, METHOD THEREOF, AND VEHICLE MOUNTING THE SAME |
JP4840244B2 (en) * | 2007-04-26 | 2011-12-21 | 株式会社デンソー | Air-fuel ratio control device and engine control system |
DE102007035317B4 (en) | 2007-07-27 | 2023-10-05 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
GB2524318B (en) * | 2014-03-21 | 2017-12-13 | Jaguar Land Rover Ltd | Method of injecting fuel into an internal combustion engine |
DE102016226132A1 (en) * | 2016-12-23 | 2018-06-28 | Robert Bosch Gmbh | Method for determining an injection quantity of an injector |
CN114251180B (en) * | 2021-12-22 | 2024-05-28 | 重庆康明斯发动机有限公司 | Method, device, equipment and storage medium for gas engine starting control |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3982519A (en) | 1975-05-27 | 1976-09-28 | Ford Motor Company | Electronic-fuel-injection-system enrichment circuit for use during engine cranking |
GB1567041A (en) * | 1975-11-06 | 1980-05-08 | Allied Chem | Fuel injection system |
JPS57146031A (en) | 1981-03-04 | 1982-09-09 | Nissan Motor Co Ltd | Method of supplying fuel upon starting in internal combustion engine |
US5579737A (en) * | 1993-07-21 | 1996-12-03 | Unisia Jecs Corporation | Method and apparatus for electronically controlling a fuel supply to an internal combustion engine |
DE4329448B4 (en) * | 1993-09-01 | 2007-08-23 | Robert Bosch Gmbh | Method and device for metering fuel in the starting case of an internal combustion engine |
US5579739A (en) * | 1994-01-14 | 1996-12-03 | Walbro Corporation | Returnless fuel system with demand fuel pressure regulator |
JPH08338282A (en) * | 1995-06-09 | 1996-12-24 | Toyota Motor Corp | Fuel injection control device for multi-cylinder internal combustion engine |
-
1999
- 1999-04-27 NL NL1011907A patent/NL1011907C2/en not_active IP Right Cessation
-
2000
- 2000-04-27 EP EP00927945A patent/EP1173666B1/en not_active Expired - Lifetime
- 2000-04-27 JP JP2000613937A patent/JP2002543326A/en active Pending
- 2000-04-27 CA CA002367739A patent/CA2367739A1/en not_active Abandoned
- 2000-04-27 CN CNB008068550A patent/CN1139723C/en not_active Expired - Fee Related
- 2000-04-27 WO PCT/NL2000/000275 patent/WO2000065217A1/en active IP Right Grant
- 2000-04-27 AU AU46248/00A patent/AU764458B2/en not_active Ceased
- 2000-04-27 DE DE60011260T patent/DE60011260T2/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO0065217A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO2000065217A1 (en) | 2000-11-02 |
CA2367739A1 (en) | 2000-11-02 |
JP2002543326A (en) | 2002-12-17 |
NL1011907C2 (en) | 2000-10-30 |
AU4624800A (en) | 2000-11-10 |
CN1139723C (en) | 2004-02-25 |
CN1349589A (en) | 2002-05-15 |
EP1173666B1 (en) | 2004-06-02 |
AU764458B2 (en) | 2003-08-21 |
DE60011260T2 (en) | 2005-06-23 |
DE60011260D1 (en) | 2004-07-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP0984147B1 (en) | Startup control apparatus of internal combustion engine | |
JP3057470B2 (en) | Vehicle engine refueling determination device and fuel supply device | |
US7962275B2 (en) | Control device and control method for internal combustion engine | |
US20100312459A1 (en) | Internal combustion engine controller | |
US8126634B2 (en) | Method and apparatus for controlling an engine capable of operating on more than one type of fuel | |
US20090112442A1 (en) | Control apparatus and method for internal combustion engine and fuel property determining apparatus and method | |
US6145490A (en) | Method for operating a direct-injection internal combustion engine during starting | |
US20090271098A1 (en) | Post-start controller for diesel engine | |
US7885757B2 (en) | Degradation determination apparatus and degradation determination system for oxygen concentration sensor | |
EP1173666B1 (en) | Method and system for starting combustion engines | |
US5497752A (en) | Device for controlling fuel injection of an internal combustion engine | |
WO2007023890A1 (en) | Controller for diesel internal combustion engine | |
US20020083927A1 (en) | Method for controlling an internal combustion engine | |
KR0140367B1 (en) | Engine fueled with mixed fuel and operation control method thereof | |
JP2907001B2 (en) | Lean combustion control and failure determination device for internal combustion engine | |
JP3498392B2 (en) | Electronic control fuel injection device | |
JP3216456B2 (en) | Fuel injection control device | |
WO2000009877A1 (en) | Method of reduction of cold-start emissions from internal combustion engines | |
KR100797383B1 (en) | Method, computer programme and control and/or regulation device for operating an internal combustion engine | |
US6684153B2 (en) | Fuel nature judging device for internal combustion engine | |
US6729305B2 (en) | Fuel injection amount control apparatus and method for internal combustion engine | |
JP2003148136A (en) | Deterioration determining device for exhaust purification catalyst | |
JP5071300B2 (en) | Fuel injection control device | |
JP2004011511A (en) | Injection rate control device for internal combustion engine | |
JP2009097453A (en) | Control device of internal combustion engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 20011108 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE |
|
AX | Request for extension of the european patent |
Free format text: AL;LT;LV;MK;RO;SI |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE FR IT SE |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20040602 |
|
REF | Corresponds to: |
Ref document number: 60011260 Country of ref document: DE Date of ref document: 20040708 Kind code of ref document: P |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20040902 |
|
LTIE | Lt: invalidation of european patent or patent extension |
Effective date: 20040602 |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
26N | No opposition filed |
Effective date: 20050303 |
|
EN | Fr: translation not filed | ||
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20090422 Year of fee payment: 10 Ref country code: IT Payment date: 20090427 Year of fee payment: 10 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20101103 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20100427 |