EP1205652A1 - Variation de taux de compression avec deux soupapes commandées hydrauliquement dans le vilebrequin - Google Patents

Variation de taux de compression avec deux soupapes commandées hydrauliquement dans le vilebrequin Download PDF

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Publication number
EP1205652A1
EP1205652A1 EP00124773A EP00124773A EP1205652A1 EP 1205652 A1 EP1205652 A1 EP 1205652A1 EP 00124773 A EP00124773 A EP 00124773A EP 00124773 A EP00124773 A EP 00124773A EP 1205652 A1 EP1205652 A1 EP 1205652A1
Authority
EP
European Patent Office
Prior art keywords
sleeve
crankshaft
crank pin
fluid
locking
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
EP00124773A
Other languages
German (de)
English (en)
Other versions
EP1205652B1 (fr
Inventor
Edwin Weiss
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
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 Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP00124773A priority Critical patent/EP1205652B1/fr
Priority to DE50007398T priority patent/DE50007398D1/de
Priority to US10/008,205 priority patent/US6510822B2/en
Priority to JP2001347545A priority patent/JP2002195242A/ja
Publication of EP1205652A1 publication Critical patent/EP1205652A1/fr
Application granted granted Critical
Publication of EP1205652B1 publication Critical patent/EP1205652B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/21—Elements
    • Y10T74/2173—Cranks and wrist pins

Definitions

  • the invention relates to a crankshaft for a reciprocating piston internal combustion engine, containing a crank pin and one on the crank pin with its cylindrical inner surface rotatably mounted eccentric sleeve, the sleeve at least has a locking recess into which a Locking element can intervene to the rotatability of the Sleeve to pick up the crank pin.
  • crankshaft of the type mentioned is from the DE 197 03 948 C1 known. Such a crankshaft is used to the compression of a reciprocating internal combustion engine to change that as described below effective length of the connecting rod is shortened or lengthened becomes.
  • the connecting rod is in a known manner with its first end hinged to the piston, which is located in the cylinder of the Motors moves up and down, and with its second end it is Connecting rod articulated on the crank pin of the crankshaft.
  • the linear up and down movement is via the connecting rod of the piston in a continuous rotary motion of the Converted crankshaft.
  • Connecting rod with its second end via an intermediate eccentric sleeve mounted on the crank pin.
  • the eccentric sleeve has a cylindrical inner surface and an eccentric cylindrical outer surface.
  • DE 197 03 948 C1 For actuating the locking element at the end of the connecting rod is from the connecting rod according to DE 197 03 948 C1 independent movable mechanism provided which with an arcuate stop surface at the edge of the movement space the connecting rod is arranged. It is a big Expansion of the stop surface is necessary, since that End of the connecting rod moves during engine operation and in a switching of the locking element in every possible position must be possible. Accordingly, the DE 197 03 948 C1 is a relatively complex, expensive and Failure-prone mechanism for actuating the locking element or to change the effective length of the connecting rod.
  • crankshaft of the type mentioned at the beginning improve that it can be produced at lower costs and enables reliable operation.
  • crankshaft for a reciprocating piston internal combustion engine therefore a crank pin, which is eccentric in the usual way is arranged to the axis of rotation of the crankshaft.
  • the crankshaft contains an eccentric sleeve that fits with its cylindrical inner surface rotatable on the crank pin is stored and the cylindrical outer surface is eccentric to the inner surface. This can be done on the outer surface of the sleeve one end of a connecting rod can be supported, with one Rotation of the sleeve around the crank pin due to the eccentricity the effective length of the connecting rod Stroke radius can be changed.
  • the sleeve has at least a locking recess or pocket on which one Locking element can intervene to the rotatability of the Pick up the sleeve and thus close the sleeve on the crank pin lock.
  • the sleeve is locked in place the current effective length of the connecting rod.
  • the crankshaft is characterized in that at least a locking element arranged on the crankshaft is and that the crankshaft control means for actuation contains the locking element.
  • the locking element is therefore not in the connecting rod arranged, but on or in the crankshaft.
  • control means for actuation of the locking element also can be provided on or in the crankshaft, where they are easier to manufacture and where they are protected from interference. Further are no complex and in the space below the connecting rod bulky additional elements for actuating the locking element required.
  • the crankshaft according to the invention allows thus a more compact structure of the engine.
  • the control means provided in the crankshaft are supply lines for a hydraulic fluid, and the locking elements can be operated hydraulically.
  • the crankshaft therefore only need channels for a hydraulic fluid be provided to the pressure-actuated locking elements to lead.
  • channels are in the crankshaft enough space, and the arrangement of the Not least because of this, ducts are technically cheap, because mostly oil channels in the crankshaft anyway Lubrication of the bearings must be provided.
  • the hydraulically operated locking elements can be in known way a displacement for receiving the hydraulic fluid and one by changing the volume of the displacement movable piston included.
  • the locking elements are preferably mechanically biased to a rest position which they apply when using a hydraulic (excess) pressure can be moved.
  • the rest position of the locking element can both an engagement of the locking element into the recess of the sleeve as well as a retreat correspond to the locking element from the sleeve.
  • the Crankshaft at least one to the outer surface of the crankpin (and thus to the inner surface of the sleeve) leading fluid supply channel on, and the sleeve is like this on its inner surface shaped that the supply of a fluid through the fluid supply channel a torque is generated around the crank pin on the sleeve. That is, effective for a change Length of the connecting rod necessary rotation of the sleeve around the Crank pin by the targeted supply of a fluid over the Fluid supply channel can be actively executed or supported can.
  • the crankshaft according to the invention is therefore not on it instructed that the rotation of the sleeve after release of the lock occurs on its own due to the acting forces, but this rotation can be active and in a predetermined Direction.
  • the Sleeve have an all-round sawtooth shape on their inner surface, the saw teeth running radially.
  • the crankshaft has a fluid drain channel which fluid can be removed, which the inner surface of the Sleeve was supplied via the above-mentioned fluid supply channel.
  • the fluid is thus in a flow via the fluid supply channel and the inner surface of the sleeve into the fluid drainage channel passed, preferably in a circuit can be performed.
  • the fluid On its way between the fluid supply channel and fluid drainage channel, the fluid interacts with the sleeve and calls the desired torque there out.
  • the crankshaft preferably contains two offset by 180 ° Crank pin arranged locking elements.
  • the order "on the crank pin” means that the locking elements in the crank pin itself or on its edge, the means in the so-called cheeks of the crankshaft, arranged are from where they are in the locking recess on the sleeve can intervene.
  • the arrangement the recess on the sleeve and the locking elements preferably chosen so that in the locked Positions the maximum possible or minimum possible effective length of the connecting rod is achieved.
  • crankshaft For efficient storage of the supply lines to the locking elements and optionally the fluid supply channel the crankshaft preferably has one along its extension running inner bore in which separate channels are arranged for the above lines.
  • Figure 1 is a part of a schematic in a cross section Crankshaft shown.
  • the crankshaft is in is known from shaft journal 1, which is concentric to the axis of rotation A of the crankshaft, and from eccentric arranged with respect to the axis of rotation A cylindrical crank pin 11.
  • the crank pin 11 and the shaft pin 1 are connected via crank webs 13, which by their shape and Material distribution for a symmetrical, balanced weight distribution with respect to the axis of rotation A.
  • the one in figure 1 shown section of the crankshaft is for everyone Cylinder of the associated internal combustion engine is provided, wherein the corresponding crank pins, however, relative to each other have an angular offset about the axis of rotation A.
  • crank pin 11 Around the crank pin 11 is the end of a connecting rod (not shown) rotatably arranged, the other End of the connecting rod articulated with the piston of the engine connected is.
  • the bearing of the connecting rod on the crank pin 11 over an intermediate sleeve 10. This has the special feature on that their cylindrical inner surface with which they are on the crank pin 11 is mounted, opposite the also cylindrical Outside surface is offset eccentrically. In the illustration of Figure 1, this is expressed in that the sleeve 10 has a greater thickness in the upper section than in lower cut.
  • the locking elements 7 and 14 are provided.
  • This Locking elements are arranged in the crankshaft, and in the embodiment according to FIG. 1 in particular in one the cheeks 13, the shaft journal 1 with the crank pin 11 connects.
  • the sleeve 10 has the locking elements 7, 14 on it facing edge a recess 8 (see FIGS. 2 and 3) in which the locking elements can engage. In the situation shown in FIG. 1, this intervenes Recess 8 the radially outer locking element 7 on. This engagement turns the sleeve 10 around blocked the crank pin 11.
  • the spring-loaded piston of the locking element 7 as shown in Figure 1 in engagement with the recess 8 in the sleeve 10.
  • the opposite second locking element 14 is opposed by a spring Biased direction so that its piston of the sleeve 10 is pulled away. Since the sleeve 10 is only a single one Recess 8 has only one at a time of the two locking elements 7 or 14 engage in them.
  • a second piston connected to the first piston via a rod (not shown).
  • the second piston can with one Locking element supplied oil pressure are applied whereupon he pulled a pull on the other piston exercises and this with sufficient pressure from its rest position moved out.
  • the piston of the outer locking element 7 out of engagement with the recess 8 on the Sleeve 10 are brought so that the sleeve 10 around the Crank pin 11 can rotate.
  • the piston then by a corresponding hydraulic pressure in engagement with the recess 8 can be brought.
  • the sleeve is 10 in locked in their second position relative to the crank pin 11, whereby the other extremum (in Fig. 1 the minimum) of the effective stroke of the crankshaft is set.
  • Locking elements 7 and 14 can be operated selectively. In order to can then by rotating the sleeve 10 Compression ratio of the engine according to the engine speed and Adjust engine load.
  • FIG 1 another oil channel 3 can be seen, which parallel to channels 2 and 4 along the extension the crankshaft runs.
  • This channel 3 is via a line 12 connected to the outer surface of the crank pin 11, so that the bearing surface of the sleeve 10 on the crank pin 11 lubricating oil can be supplied.
  • a fluid preferably oil, such as the inner surface of the sleeve 10 is supplied that there is a torque around the axis of the trunnion 11 is generated around.
  • This torque can be a desired rotation of the sleeve in its unlocked state support or generate.
  • the inner surface of the sleeve 10 is configured in a suitable manner, e.g. by creating a circular sawtooth contour with chambers 9 (see Figures 2 and 3).
  • the fluid supplied is via a channel 6 dissipated in the cheek 13 of the crankshaft. Since it is the fluid is preferably a lubricating oil, the Channel 6 ends freely in the outer space of the crankshaft.
  • Two independent oil channels are thus integrated in the crankshaft, to separate oil from the bearings and control valves 7, 14 to forward.
  • the oil can go through the main bearings the bearing sleeve as well as a cast tube in the Crankshaft are fed to the front of the crankshaft.
  • the local connections for the sleeves and the control valves are drilled for every consumer.
  • the oil supply at the front of the crankshaft when entering the crankshaft only needs a simple sealing ring be sealed.
  • the control valves 7 and 14 are preferred arranged in two longitudinal bores in the crankshaft.
  • the control valve 7, 14 is a two-sided piston arrangement with return spring.
  • the valve consists of a straight tube with an opening between the pistons.
  • the tube improved the arrangement of the valve in the crankshaft.
  • a small spigot can be inserted vertically into the tube Cheek, which is the twisting of the tube in the bore prevented.
  • the two pistons of a valve are connected by a rod. They are welded, brazed or punched.
  • the control of the oil flow to the control valves 7, 14 is preferably carried out via electromagnetic valves.
  • the oil pressure is increased by an oil pump or a dual oil pump.
  • the sleeve 10 is shown in perspective.
  • a radially extending flange of the sleeve can be seen 10, which the semicircular recess 8 as well a sawtooth-shaped course with asymmetrical inside Has chambers 9.
  • the recess 8 can at one Side have a ramp 16, which over a certain length distributes a constant thinning of the flange to the recess 8 includes.
  • the ramp 16 against one another the locking element pressing the flange upon rotation the sleeve 10 axially in over a longer area Move towards the recess so that it is not on one Must snap into place at the moment when the recess 8 faces exactly.
  • FIG. 3 shows a top view from viewing direction III of FIG 1.
  • a piece of the flange of the sleeve 10 as well to see a partial section through the shaft journal 11.
  • the fluid supply channel 12 which is formed in the shaft journal 11 to a chamber 9 on the Inside of the sleeve 10 leads.
  • a fluid such as in particular an oil via the feed channel 12
  • asymmetrical Generates pressure which results in a net torque (in FIG 3 counterclockwise, cf. Arrow) leads. If the Sleeve is unlocked, this torque can be active Rotation of the sleeve 10 about the crank pin 11 are generated.
  • the position of the fluid drainage channel is also shown in broken lines in FIG 6 indicated. This can be done via this channel 6 the supply channel 12 to a chamber 9 supplied fluid a further rotation of the sleeve in the direction of the arrow.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP00124773A 2000-11-14 2000-11-14 Variation de taux de compression avec deux soupapes commandées hydrauliquement dans le vilebrequin Expired - Lifetime EP1205652B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP00124773A EP1205652B1 (fr) 2000-11-14 2000-11-14 Variation de taux de compression avec deux soupapes commandées hydrauliquement dans le vilebrequin
DE50007398T DE50007398D1 (de) 2000-11-14 2000-11-14 Variables Kompressionsverhältnis, zwei durch Öldruck betätigte Ventile in der Kurbelwelle
US10/008,205 US6510822B2 (en) 2000-11-14 2001-11-08 Crankshaft for a reciprocating internal combustion engine
JP2001347545A JP2002195242A (ja) 2000-11-14 2001-11-13 往復動内燃機関用クランクシャフト

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP00124773A EP1205652B1 (fr) 2000-11-14 2000-11-14 Variation de taux de compression avec deux soupapes commandées hydrauliquement dans le vilebrequin

Publications (2)

Publication Number Publication Date
EP1205652A1 true EP1205652A1 (fr) 2002-05-15
EP1205652B1 EP1205652B1 (fr) 2004-08-11

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ID=8170361

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EP00124773A Expired - Lifetime EP1205652B1 (fr) 2000-11-14 2000-11-14 Variation de taux de compression avec deux soupapes commandées hydrauliquement dans le vilebrequin

Country Status (4)

Country Link
US (1) US6510822B2 (fr)
EP (1) EP1205652B1 (fr)
JP (1) JP2002195242A (fr)
DE (1) DE50007398D1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10309651A1 (de) * 2003-03-06 2004-09-23 Daimlerchrysler Ag Hubkolbenmaschine
DE102010061361A1 (de) * 2010-12-20 2012-04-26 Dr.Ing.H.C. F. Porsche Ag Umschaltventil und Verbrennungsmotor mit einem derartigen Umschaltventil sowie Verfahren zur Steuerung des Umschaltventils
DE102010061362A1 (de) * 2010-12-20 2012-06-21 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Umschaltventil und Verbrennungsmotor mit einem derartigen Umschaltventil
EP2907986A1 (fr) * 2014-02-18 2015-08-19 Gomecsys B.V. Moteur à combustion interne à quatre temps doté d'un taux de compression variable
CN105240070A (zh) * 2015-10-13 2016-01-13 宁波高新区金杉新能源科技有限公司 一种发动机可变排量正时装置及其运作方式
WO2017097936A1 (fr) * 2015-12-10 2017-06-15 Volkswagen Aktiengesellschaft Moteur à combustion interne

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060020314A1 (en) * 2004-07-23 2006-01-26 Cardiac Pacemakers, Inc. Systems and methods for characterizing leads
DE102016004131A1 (de) 2016-04-05 2016-12-15 Daimler Ag Kurbelwelle für eine Hubkolbenmaschine, insbesondere eines Kraftfahrzeugs
JP6376170B2 (ja) 2016-05-02 2018-08-22 トヨタ自動車株式会社 可変圧縮比内燃機関
JP6601444B2 (ja) * 2017-03-09 2019-11-06 トヨタ自動車株式会社 可変圧縮比機構
FR3081525B1 (fr) * 2018-05-25 2020-05-08 MCE 5 Development Vilebrequin pour un moteur a rapport volumetrique variable pilote
US10989108B2 (en) 2018-07-31 2021-04-27 Ford Global Technologies, Llc Methods and systems for a variable compression engine
DE102020002457A1 (de) * 2020-04-23 2020-06-10 FEV Group GmbH Pleuel einer Verbrennungskraftmaschine zum Ändern eines Verdichtungsverhältnisses

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4406256A (en) * 1981-05-22 1983-09-27 The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration Automatic compression adjusting mechanism for internal combustion engines
US4687348A (en) * 1985-06-20 1987-08-18 Toyota Jidosha Kabushiki Kaisha Device for locking/unlocking rotation of an eccentric bearing used in a compression ratio changing mechanism of an internal combustion engine
DE4226361A1 (de) * 1992-08-10 1994-04-07 Alex Zimmer Brennkraftmaschine
US5562068A (en) * 1994-07-13 1996-10-08 Honda Giken Kogyo Kabushiki Kaisha Compression ratio changing device in internal combustion engine
DE19703948C1 (de) 1997-02-03 1998-06-18 Meta Motoren Energietech Vorrichtung zur Veränderung der Verdichtung einer Hubkolbenbrennkraftmaschine

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE69108572T2 (de) * 1990-01-17 1995-08-17 Mitsubishi Motors Corp Vorrichtung zum Ändern des Kompressionverhältnisses für Brennkraftmaschine.

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4406256A (en) * 1981-05-22 1983-09-27 The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration Automatic compression adjusting mechanism for internal combustion engines
US4687348A (en) * 1985-06-20 1987-08-18 Toyota Jidosha Kabushiki Kaisha Device for locking/unlocking rotation of an eccentric bearing used in a compression ratio changing mechanism of an internal combustion engine
DE4226361A1 (de) * 1992-08-10 1994-04-07 Alex Zimmer Brennkraftmaschine
US5562068A (en) * 1994-07-13 1996-10-08 Honda Giken Kogyo Kabushiki Kaisha Compression ratio changing device in internal combustion engine
DE19703948C1 (de) 1997-02-03 1998-06-18 Meta Motoren Energietech Vorrichtung zur Veränderung der Verdichtung einer Hubkolbenbrennkraftmaschine

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10309651A1 (de) * 2003-03-06 2004-09-23 Daimlerchrysler Ag Hubkolbenmaschine
DE102010061361A1 (de) * 2010-12-20 2012-04-26 Dr.Ing.H.C. F. Porsche Ag Umschaltventil und Verbrennungsmotor mit einem derartigen Umschaltventil sowie Verfahren zur Steuerung des Umschaltventils
DE102010061362A1 (de) * 2010-12-20 2012-06-21 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Umschaltventil und Verbrennungsmotor mit einem derartigen Umschaltventil
DE102010061361B4 (de) 2010-12-20 2022-04-14 Dr.Ing.H.C. F. Porsche Ag Umschaltventil und Verbrennungsmotor mit einem derartigen Umschaltventil sowie Verfahren zur Steuerung des Umschaltventils
DE102010061361B8 (de) 2010-12-20 2022-05-12 Dr.Ing.H.C. F. Porsche Ag Umschaltventil und Verbrennungsmotor mit einem derartigen Umschaltventil sowie Verfahren zur Steuerung des Umschaltventils
DE102010061362B4 (de) 2010-12-20 2022-12-22 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Umschaltventil und Verbrennungsmotor mit einem derartigen Umschaltventil
EP2907986A1 (fr) * 2014-02-18 2015-08-19 Gomecsys B.V. Moteur à combustion interne à quatre temps doté d'un taux de compression variable
WO2015124565A1 (fr) * 2014-02-18 2015-08-27 Gomecsys B.V. Moteur à combustion interne à quatre temps doté d'un taux de compression variable
US10100726B2 (en) 2014-02-18 2018-10-16 Gomecsys B.V. Four-stroke internal combustion engine with variable compression ratio
CN105240070A (zh) * 2015-10-13 2016-01-13 宁波高新区金杉新能源科技有限公司 一种发动机可变排量正时装置及其运作方式
CN105240070B (zh) * 2015-10-13 2018-07-24 宁波高新区金杉新能源科技有限公司 一种发动机可变排量正时装置及其运作方式
WO2017097936A1 (fr) * 2015-12-10 2017-06-15 Volkswagen Aktiengesellschaft Moteur à combustion interne

Also Published As

Publication number Publication date
US6510822B2 (en) 2003-01-28
US20020056340A1 (en) 2002-05-16
EP1205652B1 (fr) 2004-08-11
JP2002195242A (ja) 2002-07-10
DE50007398D1 (de) 2004-09-16

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