EP1190167A1 - Procede et dispositif pour faire fonctionner un moteur a combustion interne a injection d'essence directe - Google Patents

Procede et dispositif pour faire fonctionner un moteur a combustion interne a injection d'essence directe

Info

Publication number
EP1190167A1
EP1190167A1 EP99959218A EP99959218A EP1190167A1 EP 1190167 A1 EP1190167 A1 EP 1190167A1 EP 99959218 A EP99959218 A EP 99959218A EP 99959218 A EP99959218 A EP 99959218A EP 1190167 A1 EP1190167 A1 EP 1190167A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
internal combustion
combustion engine
operating
bank
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
Application number
EP99959218A
Other languages
German (de)
English (en)
Other versions
EP1190167B1 (fr
Inventor
Juergen Pantring
Werner Hess
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1190167A1 publication Critical patent/EP1190167A1/fr
Application granted granted Critical
Publication of EP1190167B1 publication Critical patent/EP1190167B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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
    • F02D41/0082—Controlling each cylinder individually per groups or banks
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent

Definitions

  • the invention relates to a method and a device for operating an internal combustion engine with gasoline direct injection.
  • a method and a device for operating an internal combustion engine with gasoline direct injection is described in DE 43 32 171 AI (US Pat. No. 5,483,934).
  • the entire operating range of the internal combustion engine is divided into different ranges according to speed and load and, depending on the current operating range, the fuel is injected either during the intake stroke or during the compression stroke.
  • the time available until the ignition and due to the swirling of the injected fuel by the intake air flow result in a largely homogeneous fuel distribution (homogeneous operation), while in the case of injection in the compression stroke, stratified charge occurs (stratified operation) .
  • the internal combustion engine In homogeneous operation, the internal combustion engine is operated throttled, ie the air supply is limited by a throttle valve, in stratified charge operation it is almost operated throttled, ie the air supply through the throttle valve is almost unlimited. Switching between these operating modes depends on the operating parameters mentioned and / or on other predetermined criteria, for example with regard to the performance requirements by the driver.
  • a further optimization of the drive of a motor vehicle is achieved by an asymmetrical operation of an internal combustion engine with direct petrol injection, in particular if the internal combustion engine has at least two cylinder banks that can be controlled independently of one another.
  • Another advantage that such an asymmetrical operation of the internal combustion engine is achieved is an improvement in the noise emission or generally the comfort of the internal combustion engine.
  • the noise emission is optimized by alternating switching.
  • the asymmetrical operation of the internal combustion engine with gasoline direct injection provides more degrees of freedom in the design of the exhaust gas concepts.
  • the driver's power requirement is implemented in such a way that part of the internal combustion engine is operated in an exhaust-gas-optimized operating mode and in an exhaust-gas-optimal operating point, while the driver's actual performance request is carried out by controlling the operating point and, if appropriate, the operating mode of another part of the internal combustion engine.
  • the principle of asymmetrical operation of the internal combustion engine is also used between operating modes such as homogeneous stoichiometric, homogeneous lean or mixed operating modes such as an operating mode with double injection, in which both homogeneous and stratified fuel mixture is produced .
  • operating modes such as homogeneous stoichiometric, homogeneous lean or mixed operating modes such as an operating mode with double injection, in which both homogeneous and stratified fuel mixture is produced .
  • the advantages achieved by asymmetrical operation are achieved as shown above.
  • FIG. 1 shows an overview circuit diagram of a control device for controlling an internal combustion engine with gasoline direct injection.
  • FIG. 2 shows a flowchart based on an exemplary embodiment, which represents the principle of asymmetrical operation of such an internal combustion engine.
  • FIG. 3 shows a further exemplary embodiment, which outlines a preferred embodiment as a flow chart.
  • Figure 1 shows a block diagram of a control device for controlling an internal combustion engine with gasoline direct injection.
  • a control device 10 is provided which has as components an input circuit 14 at least one microcomputer 16 and an output circuit 18.
  • a communication system 20 connects these components for mutual data exchange.
  • the input circuit 14 of the control device 10 is supplied with input lines 22 to 26, which in a preferred exemplary embodiment are designed as a bus system and via which the control device 10
  • Feed signals which represent operating variables to be evaluated for controlling the internal combustion engine. These signals are detected by measuring devices 28 to 32. Such operating variables are accelerator pedal division, engine speed, engine load (e.g. air mass), exhaust gas composition, engine temperature, etc.
  • the control unit 10 controls the output of the internal combustion engine with gasoline direct injection. This is symbolized in FIG. 1 on the basis of the output lines 34, 36 and 38, which actuate at least the fuel mass to be injected, the ignition angle of the internal combustion engine and at least one electrically operated throttle valve for adjusting the air supply to the internal combustion engine.
  • the representation selected in FIG. 1 means that the injection valves of a certain number of cylinders of the internal combustion engine are actuated via the symbolic output line 34, i.e. the fuel mass to be injected is supplied to these cylinders, the ignition spark is triggered in these cylinders at the predetermined point in time via the output line 36, and an electrically actuable throttle valve is controlled, which influences the air supply to these cylinders.
  • a second control device 10b is provided, which is constructed analogously to the control device 10 and which adjusts the fuel mass, ignition angle and air supply of at least one further cylinder bank via the output lines 34b, 36b and 38b.
  • the two control devices 10 and 10b are connected to one another via a communication system 40 connecting them for mutual data exchange. Via this communication system, depending on the exemplary embodiment, at least one of the control units, or all of the operating variable signals detected by the other or operating variables derived therefrom, become further
  • input lines 22b to 26b are supplied not only to the control device 10 but also to the control device 10b, so that there is an alternative to the transmission via the communication system or additionally the operating variable signal.
  • the basic procedure for the control of the internal combustion engine running in the microcomputer 16 of the control device 10 is outlined using the flow chart according to FIG.
  • the accelerator pedal position ⁇ as well as operating variables such as engine speed NMOT, air mass MHFM and target torques from other control systems, for example from traction control and / or transmission control, are supplied to the microcomputer 16 as essential operating variables.
  • the accelerator pedal position tion signal ß determines a driver's desired torque MIFA of the internal combustion engine at least taking into account the engine speed, possibly a correction quantity of an idle speed control, etc. In the preferred exemplary embodiment, this is done by means of a map and subsequent calculation steps.
  • Setpoint torques of other control systems for example a setpoint torque of a traction control system MIASR, a transmission control MIGS, etc. are also supplied to the microcomputer 10. These setpoint torques and the driver's setpoint torque are fed to a selection stage 102, in which a resultant setpoint torque MISOLL for controlling the internal combustion engine is determined from the setpoint torques supplied. In the preferred embodiment, the selection is made by selecting the minimum or maximum. The resulting setpoint torque MISOLL determined in this way is fed to a further coordinator 104, in which the specifications for an asymmetrical operation of the internal combustion engine described below with reference to the flow chart according to FIG. 3 are determined.
  • the coordinator 104 converts the total setpoint torque MISOLL into individual setpoint torques MISOLL1 to MISOLLN for the individual cylinder banks or for individual cylinder groups and / or in desired operating modes BASOLLI to BASOLLN of the individual cylinder banks or cylinder groups.
  • the division of the target torque and the specification of desired operating modes by the coordinator 104 is carried out according to predetermined strategies.
  • all cylinder banks or all cylinder groups are operated in stratified charge mode for reasons of consumption.
  • the target torques are divided evenly between the individual banks. If an increased power requirement for the engine is recognized from the target torque MISOLL, which can not only be provided by stratified charge operation of all the cylinder banks, the target torque is increased for one of the cylinder banks or the cylinder groups. If necessary, the operating mode changes and / or the desired operating mode is set to homogeneous operation. In comparison to a complete switchover, this optimizes consumption since the other cylinder banks or cylinder groups are still operated in a lean stratified charge mode which is optimal in terms of consumption.
  • Another strategy which is implemented in the coordinator 104 in one exemplary embodiment, is comfort optimization, according to which the switching of individual cylinder banks or cylinder groups from one to the other operating mode is never specified simultaneously, but in chronological succession. This reduces the noise emissions associated with the switchover.
  • Partial load range both banks do not have to be switched over simultaneously in order to clear the catalytic converter, but can be switched over in succession or, in the case of only one catalytic converter for all banks or cylinder groups, only the alternating switchover of a cylinder bank or cylinder group is sufficient. This will result in a significant improvement in comfort, in particular a reduction in noise emissions.
  • a strategy that optimizes consumption and comfort it is also particularly advantageous to use a strategy that optimizes emissions (e.g. in the area of low power requirements).
  • the torque is divided and / or the desired operating mode is specified in such a way that the lowest possible exhaust gas pollution occurs. So e.g. tries to provide the total target torque by means of lean operation in stratified and / or homogeneous operation as long as this torque can be set with the respective operating mode. Only then is a cylinder bank or group specified by specifying a different one
  • the individual target torques MIS0LL1 to MISOLLN as well as the corresponding desired operating modes are fed to the respective control signal images 106 to 108 for the individual cylinder banks or cylinder groups, in which, taking into account operating variables such as engine speed, relative air filling (derived from the supplied air mass), etc. respective target torque can be converted into a fuel mass to be injected, an ignition angle and a throttle valve position, taking into account the desired operating mode. It may happen that the desired operating mode cannot be met, for example if there is an emergency running situation, if the target torque cannot be adjusted, for special operating functions such as start, warm-up, heating, etc.
  • FIG. 2 shows a system in which a separate throttle valve is actuated for each cylinder bank or group. is cash.
  • the operating mode can be freely selected for each bank and the torque requirements can be distributed among the banks in such a way that an optimal efficiency of the internal combustion engine or, depending on the strategy, optimal operation of the internal combustion engine results.
  • the internal combustion engine has only one throttle valve, this must be set in such a way that there is an air charge which, by corresponding calculation of the fuel mass, allows one cylinder bank to be operated homogeneously and another cylinder bank stratified.
  • an overall increased air filling compared to the homogeneous operation of the internal combustion engine is set, as a result of which throttle losses are reduced. It is possible to quickly change the operating mode of the cylinder banks by controlling the fuel mass.
  • An exemplary embodiment of the coordinator 104 is outlined in greater detail on the basis of the flowchart in FIG. 3 using the example of an internal combustion engine with two independently controllable cylinder banks or groups. The program will run at predetermined time intervals.
  • the total target torque MISOLL is recorded.
  • step 206 homogeneous operation is first output as the desired operating mode of the first bank or cylinder group BASOLLI and a setpoint torque value MISOLL1 is determined for this cylinder bank or group.
  • this setpoint torque value is formed on the basis of the total setpoint torque value which is read in in step 200. In particular, a percentage of this target torque value> 50% is specified. Then, in step 208, it is checked, if necessary, on the basis of a transmitted mark whether the switchover has ended.
  • step 210 the homogeneous mode is also output as the desired operating mode for the second cylinder bank or cylinder group and the target torque of this cylinder bank or group is determined on the basis of the total target torque and the target torque of the first cylinder bank or group. If the switchover of the first cylinder bank according to step 208 has not yet been completed, the desired operating mode of the second cylinder bank for stratified charge mode is recorded according to step 212 and the difference between the total target torque value and the target torque value of the first bank is determined as the target torque value in accordance with step 210.
  • the setpoint values formed are output in step 214 and are realized if there are no superordinate specifications, for example emergency operation, lack of realizability of the setpoint torque value in the desired operating mode, etc.
  • the program section is then ended and run through again at the next time interval.
  • step 216 the target operating mode of one bank is set to the homogeneous mode and that of the other bank to the stratified charge mode.
  • the target torque of the one bank that is to be operated homogeneously is generated analogously to step 206. det, while the target torque of the other bank, which is operated in the stratified charge mode, is determined on the basis of the total target torque and the target torque of the first bank. This is followed by step 214.
  • step 216 consumption-optimized control of the internal combustion engine is achieved with an increased power requirement since part of the internal combustion engine continues to be operated in the fuel-efficient stratified charge mode. Comfort is also improved since the banks or groups are switched one after the other, not simultaneously.
  • the strategies mentioned, which are followed by the subsequent switchover to catalytic converter removal and exhaust-gas-optimized control, are all used together or in any combination, depending on the version.
  • step 226 checks whether the conditions for clearing out a storage catalytic converter are present. If the conditions for clearing are fulfilled, homogeneous operation is output as the desired operating mode for a cylinder bank in accordance with step 228 and a corresponding target torque (e.g. minimum target torque for this operating mode) is determined. In the subsequent step 230, the stratified charge mode is output as the desired operating mode of the other bank and the target torque is determined on the basis of the total target torque and the target torque of the first bank. This is followed by step 214. This measure removes the storage catalytic converter without the entire internal combustion engine having to be switched over to homogeneous operation. In addition to fuel consumption, improvements in noise and thus comfort are also achieved.
  • target torque e.g. minimum target torque for this operating mode
  • the target operating mode becomes the according to step 218 first bank is set to stratified charge mode and a corresponding target torque determined from the target torque value is specified. In a preferred exemplary embodiment, this corresponds to 50% of the total target torque value read in step 200.
  • the subsequent step 220 it is checked whether the switchover from shift to homogeneous operation has ended, if appropriate. If this is the case, the second cylinder bank is also set to the desired stratified charge operating mode in accordance with step 222 and the corresponding target value is formed on the basis of the total target torque value and the target torque value of the first bank.
  • step 220 If the switchover according to step 220 has not ended, ie if the system is in unsteady mode, the second bank is controlled according to step 224 as before and the setpoint torque value is formed analogously to step 222. This measure prevents the two banks from switching over simultaneously and thus reducing comfort. This is followed by step 214.
  • the asymmetrical operation of the internal combustion engine i.e. when the internal combustion engine is operated with two different operating modes or with two different setpoint torque values, the respective operating state of the cylinder banks of the internal combustion engine can be changed alternately, i.e. to switch the banks in a predetermined time grid, for example when operating one cylinder bank in homogeneous and the other in shift operation, in such a way that the first bank is operated in shift operation and the second bank in homogeneous operation (toggle).
  • two cylinder banks are provided which have two electrically actuable throttle valves which can be controlled independently of one another.
  • the solution according to the invention is also to be used on internal combustion engines with a plurality of cylinder banks and a plurality of throttle valves which can be controlled independently of one another (corresponding to the number of cylinder banks), in particular also in engines with single throttle valves for each cylinder.
  • the cylinder banks are switched over simultaneously. This will improve the dynamic
  • a cylinder bank or group is switched over when the first cylinder is operated in the new operating mode.
  • the switchover is initiated at a bank or group within a period of time between the switching signal and the injection that has taken place in the first cylinder in the new operating mode at the bank or group at which previously the operating mode has been changed.
  • successively means the initiation of the switchover at a bank outside of this time period specified by the bank or group that was switched first.
  • a corresponding procedure is used in an internal combustion engine with only one controllable throttle valve, one cylinder group being operated homogeneously and the other being operated in stratified fashion.
  • the air filling is increased by the throttle valve, so that a larger proportion of the target torque value through homogeneous control of the one cylinder group with stoichiometric fresh or lean mixture composition takes place, while a smaller proportion of the target torque is carried out by stratified charge operation of the other cylinder group.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

L'invention concerne un procédé et dispositif pour faire fonctionner un moteur à combustion interne à injection d'essence directe, comportant au moins deux bancs ou groupes de cylindres. Le moteur à combustion interne est commandé sur la base d'au moins une valeur de consigne Dans au moins un état de fonctionnement, la valeur de consigne pour un banc ou un groupe de cylindres diffère de celle qui est prévue pour au moins un deuxième banc ou groupe de cylindres.
EP99959218A 1999-03-05 1999-10-21 Procede et dispositif pour faire fonctionner un moteur a combustion interne a injection d'essence directe Expired - Lifetime EP1190167B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19909658 1999-03-05
DE19909658A DE19909658A1 (de) 1999-03-05 1999-03-05 Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine mit Benzindirekteinspritzung
PCT/DE1999/003373 WO2000052318A1 (fr) 1999-03-05 1999-10-21 Procede et dispositif pour faire fonctionner un moteur a combustion interne a injection d'essence directe

Publications (2)

Publication Number Publication Date
EP1190167A1 true EP1190167A1 (fr) 2002-03-27
EP1190167B1 EP1190167B1 (fr) 2005-01-26

Family

ID=7899790

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99959218A Expired - Lifetime EP1190167B1 (fr) 1999-03-05 1999-10-21 Procede et dispositif pour faire fonctionner un moteur a combustion interne a injection d'essence directe

Country Status (7)

Country Link
US (1) US6494179B1 (fr)
EP (1) EP1190167B1 (fr)
JP (1) JP2002538367A (fr)
BR (1) BR9917194A (fr)
DE (2) DE19909658A1 (fr)
RU (1) RU2236607C2 (fr)
WO (1) WO2000052318A1 (fr)

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US9889942B2 (en) 2015-02-06 2018-02-13 Airbus Operations (S.A.S.) Aircraft assembly comprising a mounting pylon primary structure integrated to the structure of the wing element

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DE10047003A1 (de) * 2000-09-22 2002-04-25 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine
DE10123624A1 (de) * 2001-05-15 2002-11-21 Bosch Gmbh Robert Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
US6604504B2 (en) * 2001-06-19 2003-08-12 Ford Global Technologies, Llc Method and system for transitioning between lean and stoichiometric operation of a lean-burn engine
DE102004022593B4 (de) 2004-05-07 2007-12-27 Siemens Ag Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
US7788923B2 (en) * 2006-02-02 2010-09-07 International Engine Intellectual Property Company, Llc Constant EGR rate engine and method
US7503312B2 (en) * 2007-05-07 2009-03-17 Ford Global Technologies, Llc Differential torque operation for internal combustion engine
US10100773B2 (en) * 2014-06-04 2018-10-16 Ford Global Technologies, Llc Method and system for dual fuel engine system
JP6352790B2 (ja) * 2014-12-09 2018-07-04 川崎重工業株式会社 乗物およびスロットル弁の駆動方法
WO2016154086A1 (fr) 2015-03-26 2016-09-29 Cummins Inc. Moteur à carburant double et procédé de coupe-rangée de cylindres pendant des conditions de charge légère
US9893664B2 (en) * 2015-05-01 2018-02-13 Ford Global Technologies, Llc Methods and systems for efficient engine torque control
KR102581410B1 (ko) * 2022-01-14 2023-09-20 주식회사 현대케피코 연료 분사 제어 장치

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DE4332171C2 (de) 1993-09-22 2002-09-19 Bosch Gmbh Robert Verfahren zum Betrieb einer Viertaktbrennkraftmaschine mit Fremdzündung und Direkteinspritzung und Vorrichtung zur Durchführung des Verfahrens
JP3621147B2 (ja) * 1995-02-28 2005-02-16 ヤマハマリン株式会社 船外機用燃料噴射式２サイクルエンジンの運転制御装置
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JP3494832B2 (ja) * 1996-12-18 2004-02-09 トヨタ自動車株式会社 内燃機関の燃焼制御装置
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US9889942B2 (en) 2015-02-06 2018-02-13 Airbus Operations (S.A.S.) Aircraft assembly comprising a mounting pylon primary structure integrated to the structure of the wing element

Also Published As

Publication number Publication date
RU2236607C2 (ru) 2004-09-20
WO2000052318A1 (fr) 2000-09-08
US6494179B1 (en) 2002-12-17
DE19909658A1 (de) 2000-09-07
JP2002538367A (ja) 2002-11-12
BR9917194A (pt) 2001-12-26
DE59911534D1 (de) 2005-03-03
EP1190167B1 (fr) 2005-01-26

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