EP1277921B1 - Ein Satz Zylinderköpfe mit desmodromischer Ventilbetätigung für Brennkraftmaschinen - Google Patents

Ein Satz Zylinderköpfe mit desmodromischer Ventilbetätigung für Brennkraftmaschinen Download PDF

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Publication number
EP1277921B1
EP1277921B1 EP01830479A EP01830479A EP1277921B1 EP 1277921 B1 EP1277921 B1 EP 1277921B1 EP 01830479 A EP01830479 A EP 01830479A EP 01830479 A EP01830479 A EP 01830479A EP 1277921 B1 EP1277921 B1 EP 1277921B1
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EP
European Patent Office
Prior art keywords
exhaust
valve
valves
inlet
cylinder
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP01830479A
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English (en)
French (fr)
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EP1277921A1 (de
Inventor
Gianluigi Mengoli
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.)
Ducati Motor Holding SpA
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Ducati Motor Holding SpA
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 Ducati Motor Holding SpA filed Critical Ducati Motor Holding SpA
Priority to DE60104193T priority Critical patent/DE60104193T2/de
Priority to EP01830479A priority patent/EP1277921B1/de
Priority to AT01830479T priority patent/ATE270749T1/de
Priority to US10/193,364 priority patent/US20030019467A1/en
Priority to JP2002208778A priority patent/JP2003074410A/ja
Publication of EP1277921A1 publication Critical patent/EP1277921A1/de
Application granted granted Critical
Publication of EP1277921B1 publication Critical patent/EP1277921B1/de
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
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4264—Shape or arrangement of intake or exhaust channels in cylinder heads of exhaust channels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/30—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of positively opened and closed valves, i.e. desmodromic valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4285—Shape or arrangement of intake or exhaust channels in cylinder heads of both intake and exhaust channel

Definitions

  • the present invention relates to a set of cylinder heads for internal combustion engines, operated by desmodromic valves, that is to say, valves with positive actuation for both opening and closing.
  • the cylinder heads for internal combustion engines according to the present invention are applicable in particular to motorcycle engines with either air or liquid cooling, with a single camshaft and with two, three or four valves.
  • the present invention also relates to motorcycle engines equipped with the set of heads described herein. It relates in particular also to motorcycle engines with cylinders arranged in a V configuration at 90 degrees and equipped with the heads according to the present invention.
  • United States patent 4 754 728 discloses a four-valve cylinder head for a motorcycle engine with desmodromic valve operation, double camshaft and liquid cooling system.
  • cylinder heads with a single inlet valve and a single exhaust valve or with two inlet valves and a single exhaust valve.
  • cylinder heads cannot have more than three valves (two inlet valves and one exhaust valve), whereas a liquid cooling system, because of its greater cooling capacity, gives more manoeuvring room for developing the power characteristics also of engines with four valves (two inlet valves and two exhaust valves).
  • the liquid-cooled version of a cylinder head can also be made with three valves because this configuration still constitutes a good compromise between economy of construction and the possibility of developing engine power, which may be further increased compared to air-cooled versions of three-valve cylinder heads, closely approaching the power level that can be obtained with a four-valve head.
  • the set of cylinder heads for internal combustion engines according to the present invention being available with two, three or four valves, makes it possible to flexibly adapt engine power and, hence, the thermal level of the cylinder head, to the type of cooling, that is to say, air or liquid.
  • the three-valve version according to the present invention with either air or liquid cooling, constitutes an optimal compromise between cooling capacity, deliverable power and economy of construction.
  • the present invention therefore has for an object to provide a set of improved cylinder heads for internal combustion engines, where the positions of the inlet and exhaust ducts and the connections of the induction and exhaust systems are always the same for two-, three- and four-valve versions, whether air-cooled or liquid-cooled.
  • the present invention provides a set of cylinder heads for internal combustion engines with desmodromic valve operation, as described in the independent claim below.
  • the dependent claims describe preferred, advantageous embodiments of the invention.
  • the numeral 1 denotes in its entirety a cylinder head forming part of the set of heads according the present invention.
  • the head 1 comprises a block 2 which forms the combustion chamber of a cylinder 3.
  • the block 2 an inlet valve assembly 4a comprising one or two inlet valves 4, with a respective inlet duct 5, and an exhaust valve assembly 6a comprising one or two exhaust valves 6, with a respective exhaust duct 7.
  • an assembly 4a or 6a has two valves, the valves are parallel to each other.
  • the inlet valve assembly 4a is positioned at an angle ⁇ of between 10 and 20 degrees to the axis 3' of the cylinder.
  • the exhaust valve assembly 6a is positioned at an angle ⁇ of between 10 and 20 degrees to the axis 3' of the cylinder.
  • the inlet and exhaust valve assemblies 4a, 6a make with each other an angle that may vary from 20 to 40 degrees.
  • the inlet and exhaust valve assemblies 4a and 6a are each positioned at an angle of 12 degrees to the axis 3' of the cylinder 3, thus making an angle of 24 degrees with each other.
  • the camshaft 8 is positioned substantially along the centreline half way between the valve assemblies 4a, 6a and comprises at least two cams 9a, 9b for opening the inlet and exhaust valve assemblies, and at least two cams 10a, 10b for closing the inlet and exhaust valve assemblies 4a, 6a.
  • each inlet valve 4 and exhaust valve 6 is opened and closed by single actuating cams 9a, 9b, 10a, 10b through single rocker arms 11, 12 for opening, and single rockers arms 13, 14 for closing.
  • each valve opening and closing cam 9a, 9b, 10a, 10b actuates just one valve 4, 6 through a single rocker arm 11, 12, 13 , 14. This reduces the weight of the reciprocating parts of the valve timing system, thus allowing the engine to reach higher revolutions per minute.
  • valve timing system to obtain high revolutions per minute and low inertia are connected with the positioning of the camshaft 8 and of the rocking axes of the rocker arms.
  • the camshaft 8 is positioned in the head 3 with its axis 8' at a height corresponding to the ends of the stems of the valves 4, 6.
  • the rocker arms 11, 12, 13, 14 can therefore be as short as possible, thus reducing their weight and moment of inertia to a minimum.
  • the rocking axis of the rocker arms 11, 12, 13, 14 is closer to the camshaft 8 than it is to the ends of the stems of the valves 4, 6. Therefore, the lever arm of the rocker arms 11, 12, 13 , 14 on the cam side is shorter than the lever arm on the valve side.
  • the ratio of the lever arm on the cam side to the lever arm on the valve side is between 0.5 and 0.8 and is preferably 0.8 for the opening rocker arms and 0.7 for the closing rocker arms.
  • the lift of the valves 4, 6 can be higher than the lift of the corresponding actuating cams and this reduces valve inertia as well as the overall dimensions of the cylinder heads.
  • Figures 1 to 3 illustrate the three-valve, liquid-cooled version and show the passages 15 for the cooling liquid.
  • the inlet duct 5 is positioned at an angle ⁇ to the cylinder axis 3', the angle ⁇ being between 35 and 55 degrees, preferably 45 degrees.
  • the difference between the angle ⁇ of the inlet valve 6 and the angle ⁇ of the inlet duct 5 is between 15 and 45 degrees, that is to say, a small difference. This permits a wide-angle connection between the inlet duct and the valve face and prevents the valve from obstructing the passage.
  • the angle of the exhaust duct 7 is greater than that of the inlet duct because the problem of obstruction is less likely since the exhaust gases are under relatively high pressure.
  • the exhaust duct is positioned at an angle ⁇ ranging from 80 to 100 degrees to the cylinder axis 3' the angle ⁇ being preferably 90 degrees.
  • angles ⁇ , ⁇ , ⁇ , ⁇ are the same for all the cylinder heads in the set according to the present invention, even in the two- and four-valve versions. Further, as mentioned above, the connections to the respective induction and exhaust systems are also the same for all the heads, both in terms of position and shape.
  • the exhaust duct too, in the four-valve version, starts from two valve faces and merges into a single duct as in the two- and three-valve versions where it starts from a single valve face.
  • angles ⁇ and ⁇ of the inlet and exhaust ducts are especially advantageous for a V-shaped cylinder configuration with induction on the inside of the cylinders.
  • the inlet ducts positioned at an angle ⁇ that is equal to half the angle between the cylinders.
  • angle ⁇ that is equal to half the angle between the cylinders.
  • the angle ⁇ of the inlet duct will be 45 degrees. This value for the angle ⁇ constitutes an optimum compromise between the need to limit the dimensions of cylinder heads and the need to make inlet ducts as straight as possible.
  • Figure 2 is a partial cross section showing the two rocker arms 13a, 13b for closing the two inlet valves and the rocker arm 14 for closing the exhaust valve.
  • the three valve closing rocker arms 13a, 13b, 14 are identical, thus reducing the costs of production and of spare parts.
  • Figure 3 is a partial cross section showing the two rocker arms 11a, 11b for opening the two inlet valves, and the rocker arm 12 for opening the exhaust valve.
  • the valve opening rocker arms 11a, 11b, 12 are also identical to each other.
  • the camshaft 8 comprises three cams 10a, 10b, 10c for closing the valves 4, 6 and three cams 9a, 9b, 9c for opening the valves 4, 6. That is to say, each valve is actuated by a single cam.
  • Figure 4 illustrates the three-valve, air-cooled version. The illustration shows the air passages even between the inlet and exhaust valves helping to dissipate heat.
  • Figure 5 is a front view, with some parts cut away, of the combustion chamber, showing the positions of the valves and of the two spark plugs 16.
  • spark plugs 16 Owing to the centreline position of the camshaft 8, it is not possible to fit a single spark plug and, therefore, there are two spark plugs 16 also positioned along the centreline, inclined towards the exhaust valve and in such a way as not to interfere with the camshaft 8.
  • the spark plugs 16 are oriented towards the exhaust valve 6 so that combustion starts in the hotter part of the combustion chamber first, thus eliminating the possibility of knocking, which, as is known, is more likely to occur in the hotter parts of the combustion chamber.
  • each of the spark plugs 16 fire at different moments, with a small phase angle relative to the crank angle.
  • each of the spark plugs 16 is cyclically alternated with the other in firing first.
  • the double firing system with different firing times for the two spark plugs also makes combustion more silent and experiments have shown that the noise produced by engines made in this way is 3 dB less than engines with simultaneous firing.
  • the first advantage is effective cooling even in air-cooled versions because the single duct reduces the air screening effect in the parts around and behind the exhaust duct.
  • the second advantage is that the single exhaust duct, being substantially cylindrical in shape, keeps the exhaust gases hotter as they flow towards the exhaust system because its ratio of lateral surface area to area of passage cross section is smaller than that of two-valve configurations with two exhaust ducts.
  • Figures 6 to 10 show the four-valve, liquid-cooled version.
  • the part of the combustion chamber on the induction side, with the inlet valves and ducts, is substantially the same as that in the three-valve version of the cylinder head.
  • Figure 8 illustrates a configuration of the single closing rocker arms 13a, 13b, 14a, 14b, each of which closes a single valve 4, 6 by means of a respective cam 10a, 10b, 10c, 10d.
  • FIGS 9 and 10 illustrate two different embodiments of the configurations of the opening rocker arms.
  • Figure 9 shows a configuration with single opening rocker arms 11a, 11b, 12a, 12b, each of which opens a single valve 4, 6 by means of a cam 9a, 9b, 9c, 9d.
  • Figure 10 shows a configuration with two rocker arms 11 and 12, each of which simultaneously opens two valves 4, 6 through respective cams 9a, 9b.
  • the second embodiment although it slightly increases the inertia of the valve timing gear, makes it possible to reduce the space occupied by the opening cams, since there are two less, which means that the camshaft 8 is shorter.
  • valve closing rocker arms 13, 14 also simultaneously close two valves 4, 6 each through respective cams 10a, 10b.
  • the camshaft 8 is very similar to that of the two-valve version of the cylinder head as illustrated in Figures 13 and 14 and described below.
  • This four-valve version also has a double firing system to avoid interference between the camshaft 8 and the spark plugs 16.
  • Figures 11 to 14 illustrate the two-valve, air-cooled version of the cylinder head.
  • valves 4, 6 are opened and closed by respective rocker arms 11, 12, 13, 14 actuated by single cams 9a, 9b, 10a 10b.
  • the camshaft 8 has only four cams (two for opening and two for closing), and is therefore relatively short. For this reason, only one spark plug 16, located in a substantially central position, is used.
  • the invention has important advantages.
  • the cylinder heads in the set according to the present invention are economical to make. Indeed, the part of the three-valve head on the exhaust side, is substantially the same as the corresponding part of the two valve head in the set, while the part of it on the induction side is substantially the same as the corresponding part of the four-valve head.
  • the rocker arms that actuate the valves are the same in the respective opening rocker arm assembly and in the closing rocker arm assembly. Moreover, the opening and closing rocker arms may be the same for the different cylinder head versions with two, three and four valves.
  • the lever ratio of the rocker arms is such as to reduce the inertia of the valve timing gear and the overall dimensions of the cylinder heads.
  • the single camshaft design makes for compact heads and low production costs.
  • the structure of the heads according to the present invention greatly simplifies the design of these systems and of the parts adjacent to the engine, and is very convenient for V engines, especially engines in which the V configuration is at 90 degrees, because it facilitates the mounting of the engine on the frame.
  • the double firing system igniting the spark plugs at different moments relative to the crank angle makes the engine run more silently than engines with simultaneous firing system.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (7)

  1. Ein Satz Zylinderköpfe mit desmodromischer Ventilbetätigung für Brennkraftmaschinen, wobei jeder Kopf (1) an einem Zylinder (3) mit einer Achse (3') anbringbar ist und wie folgt enthält: eine Gruppe (4a) von ein oder zwei Einlassventilen (4) und eine Gruppe (6a) von ein oder zwei Auslassventilen (6), so dass ein Satz von Köpfen mit zwei, drei oder vier Ventilen gebildet wird, wobei die Gruppe (4a) von Einlassventilen in einem Winkel zu der Gruppe (6a) von Auslassventilen positioniert ist, eine einzige Nockenwelle (8), die im wesentlichen entlang der in der Mitte zwischen den beiden Gruppen (4a, 6a) der Einlass- und Auslassventile verlaufenden Linie angeordnet ist, wobei jedes Einlassventil (4) und jedes Auslassventil (6) durch einen jeweiligen Kipphebel (11a, 11b, 12a, 12b) geöffnet wird, aktiviert durch eine Öffnungsnocke (9), und durch einen jeweiligen Kipphebel (13a, 13b, 14a, 14b) geschlossen wird, aktiviert durch eine Schliessnocke (10), eine Einlassleitung (5), angeschlossen an die Einlassventile (4), und eine Auslassleitung (7), angeschlossen an die Auslassventile (6), wobei die Einlassleitung (5) und die Auslassleitung (7) an den entgegengesetzten Seiten der Mittellinie angeordnet sind und Anschlüsse an die jeweiligen Zuführ- und Ablasssysteme haben, wobei der Satz von Zylinderköpfen dadurch gekennzeichnet ist, dass die Einlassleitung (5) und die Auslassleitung (7) eines jeden Kopfes (1) sich in derselben Position innerhalb des Kopfes (1) angeordnet befinden und dieselben Anschlüsse an die Zuführ- und Ablasssysteme in allen Ausführungen mit zwei, drei und vier Ventilen haben.
  2. Satz Zylinderköpfe (1) für Brennkraftmaschinen nach Patentanspruch 1, dadurch gekennzeichnet, dass die Einlassleitung (5) in einem Winkel (γ) zwischen 35 und 55 Grad zu der Zylinderachse (3') angeordnet ist.
  3. Satz Zylinderköpfe (1) für Brennkraftmaschinen nach Patentanspruch 1 oder 2, dadurch gekennzeichnet, dass die Auslassleitung (7) in einem Winkel (δ) zwischen 80 und 100 Grad zu der Zylinderachse (3') angeordnet ist.
  4. Satz Zylinderköpfe (1) für Brennkraftmaschinen nach einem beliebigen der vorstehenden Patentansprüche, dadurch gekennzeichnet, dass die Gruppe (4a) der Einlassventile in einem Winkel (α) zwischen 10 und 20 Grad zu der Zylinderachse (3') angeordnet ist.
  5. Satz Zylinderköpfe (1) für Brennkraftmaschinen nach einem beliebigen der vorstehenden Patentansprüche, dadurch gekennzeichnet, dass die Gruppe (6a) der Auslassventile in einem Winkel (ß) zwischen 10 und 20 Grad zu der Zylinderachse (3') angeordnet ist.
  6. Satz Zylinderköpfe (1) für Brennkraftmaschinen nach einem beliebigen der vorstehenden Patentansprüche, dadurch gekennzeichnet, dass er zwei Zündkerzen (16) enthält.
  7. Satz Zylinderköpfe (1) für Brennkraftmaschinen nach Patentanspruch 6, dadurch gekennzeichnet, dass die beiden Zündkerzen (16) zu unterschiedlichen Momenten zünden, und zwar mit einem kleinen Phasenwinkel im Verhältnis zu dem Kurbelwinkel, und dadurch, dass jede der Zündkerzen (16) sich beim ersten Zünden mit der anderen abwechselt.
EP01830479A 2001-07-19 2001-07-19 Ein Satz Zylinderköpfe mit desmodromischer Ventilbetätigung für Brennkraftmaschinen Expired - Lifetime EP1277921B1 (de)

Priority Applications (5)

Application Number Priority Date Filing Date Title
DE60104193T DE60104193T2 (de) 2001-07-19 2001-07-19 Ein Satz Zylinderköpfe mit desmodromischer Ventilbetätigung für Brennkraftmaschinen
EP01830479A EP1277921B1 (de) 2001-07-19 2001-07-19 Ein Satz Zylinderköpfe mit desmodromischer Ventilbetätigung für Brennkraftmaschinen
AT01830479T ATE270749T1 (de) 2001-07-19 2001-07-19 Ein satz zylinderköpfe mit desmodromischer ventilbetätigung für brennkraftmaschinen
US10/193,364 US20030019467A1 (en) 2001-07-19 2002-07-11 Set of cylinder heads with desmodromic valve operation, for internal combustion engines
JP2002208778A JP2003074410A (ja) 2001-07-19 2002-07-17 内燃エンジンのための、デスモドロミックバルブ操作用のシリンダヘッドのセット

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP01830479A EP1277921B1 (de) 2001-07-19 2001-07-19 Ein Satz Zylinderköpfe mit desmodromischer Ventilbetätigung für Brennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP1277921A1 EP1277921A1 (de) 2003-01-22
EP1277921B1 true EP1277921B1 (de) 2004-07-07

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EP01830479A Expired - Lifetime EP1277921B1 (de) 2001-07-19 2001-07-19 Ein Satz Zylinderköpfe mit desmodromischer Ventilbetätigung für Brennkraftmaschinen

Country Status (5)

Country Link
US (1) US20030019467A1 (de)
EP (1) EP1277921B1 (de)
JP (1) JP2003074410A (de)
AT (1) ATE270749T1 (de)
DE (1) DE60104193T2 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004041958A1 (de) * 2004-08-31 2006-03-02 Deutz Ag Hubkolbenbrennkraftmaschine mit 2- oder 4-Ventilzylinderkopf

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1580405B1 (de) * 2004-03-26 2007-11-21 Stefan Battlogg Desmodromischer Ventiltrieb
US7258093B2 (en) 2005-12-01 2007-08-21 Chriswell Shawn D Concave combustion chamber
US8033261B1 (en) 2008-11-03 2011-10-11 Robbins Warren H Valve actuation system and related methods
CA2850837C (en) * 2011-10-18 2016-11-01 Lightsail Energy, Inc. Compressed gas energy storage system
ITCO20120021A1 (it) 2012-05-02 2013-11-03 Nuovo Pignone Srl Valvola con azionamento positivo per compressore alternativo e metodo
WO2014068365A1 (en) 2012-10-30 2014-05-08 Gualtieri Andrea Improved distribution system, in particular of the desmodromic type

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3430614A (en) * 1967-07-07 1969-03-04 Eaton Yale & Towne Desmodromic drive arrangement
IT1190034B (it) * 1986-06-05 1988-02-10 Ducati Meccanica Spa Testa a quattro valvole a comando desmodromico per motori a scoppio
DE4215053C2 (de) * 1992-05-07 1997-07-24 Audi Ag Ventiltrieb für zumindest zwei Gaswechselventile je Zylinder einer Brennkraftmaschine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004041958A1 (de) * 2004-08-31 2006-03-02 Deutz Ag Hubkolbenbrennkraftmaschine mit 2- oder 4-Ventilzylinderkopf
DE102004041958B4 (de) * 2004-08-31 2017-01-19 Deutz Ag Hubkolbenbrennkraftmaschine mit 2- oder 4-Ventilzylinderkopf

Also Published As

Publication number Publication date
ATE270749T1 (de) 2004-07-15
DE60104193T2 (de) 2005-07-21
JP2003074410A (ja) 2003-03-12
DE60104193D1 (de) 2004-08-12
US20030019467A1 (en) 2003-01-30
EP1277921A1 (de) 2003-01-22

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