EP1403494B1 - Procédé et dispositif pour la régulation d'une valeur de pression d'une moteur à combustion interne - Google Patents

Procédé et dispositif pour la régulation d'une valeur de pression d'une moteur à combustion interne Download PDF

Info

Publication number
EP1403494B1
EP1403494B1 EP20030015720 EP03015720A EP1403494B1 EP 1403494 B1 EP1403494 B1 EP 1403494B1 EP 20030015720 EP20030015720 EP 20030015720 EP 03015720 A EP03015720 A EP 03015720A EP 1403494 B1 EP1403494 B1 EP 1403494B1
Authority
EP
European Patent Office
Prior art keywords
value
pressure
variable
combustion engine
manipulated variable
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
EP20030015720
Other languages
German (de)
English (en)
Other versions
EP1403494A1 (fr
Inventor
Thilo Jahn
Hubert Moine
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 EP1403494A1 publication Critical patent/EP1403494A1/fr
Application granted granted Critical
Publication of EP1403494B1 publication Critical patent/EP1403494B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • 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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • 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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves

Definitions

  • the invention relates to a method and a device for controlling a Pressure variable of an internal combustion engine according to the preambles of the independent Claims.
  • a method and apparatus for controlling a print size of a Internal combustion engine is known for example from DE 19731995. There will be one Method and a device for regulating the rail pressure in a common rail system described. Starting from the comparison between an actual value and a Setpoint for the rail pressure is a control value for controlling a corresponding one Actuator, such as a pressure control valve and / or a controlled High pressure pump can be specified.
  • Actuator such as a pressure control valve and / or a controlled High pressure pump
  • US-5237975 describes a conventional control of the rail pressure of a so-called common rail system.
  • a controller with PID behavior gives based on the comparison between an actual and a a setpoint for the rail pressure before a manipulated variable.
  • Such a conventional control works in dynamic Operation of the internal combustion engine is not optimal.
  • the rail pressure must be constantly adapted to the respective driving condition. This serves the optimal combustion and thus also the economy and comfort.
  • the problem is the control in dynamic driving conditions. Since the delivery rate of Pump of the injection quantity and the speed, in particular the feed pump Changes in these parameters have a negative effect on the control. In addition, the pressure level of the excess Railinhaltes must be as fast as possible be adjusted. Furthermore, there is a dead time between the controller output and the change in the delivery rate.
  • a particular problem is that dynamic changes by a PI controller not can be compensated.
  • the D-component connected in parallel prevents one Overshoot of the integrator.
  • the downstream D component is to tax the dead time.
  • large changes in the injection quantity or the pump speed have an effect continue to interfere with the pressure control.
  • FIG. 1 shows components required for understanding the invention Fuel supply system of an internal combustion engine with high-pressure injection shown.
  • the illustrated system is commonly called a common rail system designated.
  • a fuel tank is called. This is about a first filter 105, a prefeed pump 110 with a second filter means 115 in connection. from second filter means 115, the fuel passes via a line to a High pressure pump 125.
  • the connecting line between the filter means 115 and the High-pressure pump 125 is connected via a low-pressure limiting valve 145 with the Reservoir 100 in conjunction.
  • the high-pressure pump 125 is connected to a rail 130 in connection.
  • the rail 130 is also referred to as storage and stands over Fuel lines with different injectors 131 in contact.
  • the pressure regulating valve 135 is controllable by means of a coil 136.
  • the high pressure pump includes an actuator with which the pumped by the high pressure pump 125 Fuel quantity is affected.
  • This actuator is in the high pressure pump or placed in front of the high-pressure pump and determines the amount of fuel that the High pressure pump supplied and thus promoted in the high pressure area.
  • the lines between the output of the high pressure pump 125 and the input of the Pressure control valve 135 are referred to as high pressure area.
  • high pressure area stands the fuel under high pressure.
  • the pressure in the high pressure area is determined by means of a Sensor 140 detected.
  • the pipes between the tank 100 and the high-pressure pump 125 are referred to as low pressure area.
  • a controller 160 supplies the high-pressure pump 125 with a drive signal AP, the injectors 131 with a drive signal A and / or the pressure control valve 135th with drive signal AV.
  • the controller 160 processes various signals various sensors 165, the operating state of the internal combustion engine and / or of the motor vehicle that drives the internal combustion engine characterize. Such a Operating state, for example, the speed N of the internal combustion engine.
  • This device works as follows: The fuel that is in the reservoir, is conveyed by the feed pump 110 through the filter means 105 and 115.
  • the high pressure pump 125 delivers the amount of fuel Q1 from the low pressure area in the high pressure area.
  • the amount of fuel delivered is determined by the signal AP determines, with which the actuator is acted upon in the high-pressure pump. This means the high-pressure pump is regulated on the suction side.
  • the high-pressure pump 125 builds up a very high pressure in the rail 130.
  • pressure values of about 30 up to 100 bar and with self-igniting internal combustion engines pressure values of about 1000 to 2000 bar achieved.
  • the injectors 131 the fuel under high pressure the individual cylinder of the internal combustion engine are metered.
  • the pressure P in the rail or in the entire high-pressure region detected.
  • the controllable high-pressure pump 125 and / or the pressure regulating valve 135 the pressure is regulated in the high pressure area.
  • FIG 2 the control of the rail pressure according to the invention is shown in more detail. This is preferably included in the controller 160. Already described in Figure 1 Elements are designated by corresponding reference numerals.
  • a map 200 be different signals from different sensors or signals internally in the Control 160 are present, fed. These are in particular a signal regarding the Speed N and a signal QK that characterizes the amount of fuel injected.
  • Speed is preferably the speed of the internal combustion engine and / or the speed used the high pressure pump.
  • the output signal of the map 200 becomes a node 205 in turn, a node 206 and a differentiating first share 215 charged. With the output signal of the first differentiating Proportion is the second input of the node 206 acted upon.
  • the Output of the node 206 passes through a limit 210 to the Actuator 125.
  • the actuator is around the controlled high-pressure pump. Alternatively, it can also be provided that others Actuators are controlled with which the rail pressure can be influenced, this can for example, be the pressure control valve 135.
  • the output signal P of the pressure sensor 140 reaches a node 225, at whose second input the output signal S a setpoint input 220 is applied, the provides a setpoint S for the rail pressure.
  • the output signal of the Link point 225 which corresponds to the control deviation, arrives at a Proportional component 230, an integral component 232 and a differentiating component 238 of a rail pressure regulator. With the output of the proportional component 230 and the Integralanteils 232, a node 234 is applied, which in turn a Connection point 236 acted upon.
  • the output signal of the differentiating component 238 passes via the connection point 240 to the connection point 236. Das Output signal of the node 236 reaches the node 205.
  • the elements 225 to 240 form a pressure regulator and the map 200 includes in Essentially a feedforward control.
  • the controller 160 also provides a value of one or more operating characteristics ready to become a differentiating behavior element 260 and get to a window comparator 270.
  • the output signal of the Window comparator 270 is applied to a switching input of a switching means 265.
  • Das Output signal of the differentiating element 260 reaches the one to a PT1 element 275 and to the switching means 265.
  • the output of PT1 gate 275 also passes to the switching means 265. With the output signal of the switching means 265, the second input of the node 240 is applied.
  • the Elements 260 to 275 together form a dynamic precontrol 250.
  • the linking of the output signals of the different components 230, 232 and 238 preferably takes place in the linking points 234 and 236. Alternatively, these can also be summarized to a node point.
  • This manipulated variable thus formed reaches a first differentiating portion 215 which, starting from the manipulated variable by differentiation forms a further correction value, with which the manipulated variable in the node 206 is influenced such that the Dynamics improved.
  • the value thus corrected then passes to the limiter 210. This limits the manipulated variable to physically possible and / or permissible values.
  • the dynamic pilot control 250 is provided.
  • This dynamic precontrol forms, starting from a suitable Operating characteristic, another correction value for influencing the manipulated variable.
  • the differentiating element 260 is preferably used. As size becomes In doing so, the difference between two values of the operating parameters determined between two successive injections are present.
  • Operating characteristics used to form the dynamic feedforward values Characterize the amount of fuel to be injected.
  • Particularly suitable here is a Size with respect to the driver's request or a torque size that the driver's request characterized.
  • the D component 260 detects a significant change in the operating parameter, it indicates a corresponding correction value for the manipulated variable.
  • the default of this Correction size only takes place with corresponding changes in the operating parameter. This is ensured by the window comparator 270. Only if the Changes are greater than a threshold SW, the window comparator 270 inputs Signal to the switching means 265, which is the output signal of the differentiating element 260 comes into effect. If the signal is smaller than the threshold SW, the Value 0 passed.
  • the PT1 member it is ensured that not abruptly the output signal of the differentiating element is switched to 0. According to the invention, when switching to the value 0, the previous one Output of the differentiating element 260 by means of a predetermined Function set by the PT1 member, returned to 0.
  • the procedure according to the invention has hitherto been based on the example of the fuel quantity or an amount that characterizes this quantity. This procedure is also applicable to other operating characteristics. Particularly advantageous is the Application to the speed of the internal combustion engine or to a speed of the Internal combustion engine characterizing size. As such size, for example, the Speed of the high pressure pump used.
  • a first step 300 the fuel quantity QK to be injected is determined.
  • the difference QKD between the current value of Fuel quantity QK and the value calculated in the previous injection QKA determined.
  • step 320 the amount QKDB of this size is determined.
  • Which Subsequent query 330 checks if the QKDB value is greater than a threshold SW is. If this is the case, then the switching means 265 is controlled so that in step 340 the differentiating element 260 has access to the manipulated variable. Is not this the In this case, the switching means 265 is activated in step 350 in such a way that the PT1 element Has access to the manipulated variable owns. It is provided that the starting value of the PT1 element is initialized so that it takes over the previous value of the D-share.
  • a subsequent query 360 checks to see if the previous metering a sign change has occurred in the signal QKD. If this is the case, then in Step 365, the value of the differentiating element 260 reinitialized. Is not this the case, then goes to the normal program flow, the Fuel metering with the value QKA in the previous step calculated in Step 370 is performed.
  • a controller based on a target-IstVertician specifies a manipulated variable, additionally provided a dynamic feedforward control is.
  • the static pilot control 200 may be omitted.
  • this dynamic Vorêtung only in the large signal range acts, that is, that the feedforward control only in the first Operating states is used to correct the manipulated variable.
  • These first Operating states occur when the operating parameter increases by more than one predetermined value SW changes.
  • an initialization of the differentiation of the Behavioral element 260 is provided, which takes place such that no unintentional jumps occur in the manipulated variable and the stored value is not the Dynamics in the wrong direction disturbs. It is preferably provided that the differentiating element 260 is turned off in the small signal range. This is with the Switching means 265 realized in conjunction with the window comparator 260. Done one such shutdown, the existing output value of the differentiating element 260 led back to 0 by means of the PT1 element 265. This can make jumps in the Output signal can be avoided. If the sign changes at the entrance, then it will the memory in the D-part is deleted immediately and a new output value in the correct one Precontrol direction calculated. This avoids that the value of the D-share has a dynamic inhibiting effect.
  • the injection quantity, as an operating parameter is the one Injection amount characterizing size, the pump speed, a pump speed characterizing size or a size corresponding to this size such as Engine speed can be used as the operating characteristic.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (9)

  1. Procédé pour régler une grandeur de pression d'un moteur à combustion interne, selon lequel on prédéfinit une grandeur de réglage à partir d'une comparaison entre une valeur réelle et une valeur de consigne,
    caractérisé en ce que
    dans des premiers états de fonctionnement une valeur pilote pour corriger la grandeur de réglage est prédéfinie à partir d'une grandeur caractéristique de fonctionnement à l'aide d'un élément dont le comportement est différencié.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    les premiers états de fonctionnement apparaissent lorsque la grandeur caractéristique de fonctionnement varie de plus d'une valeur de seuil.
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce que
    la grandeur de pression représente la pression de rampe d'un système à rampe commune.
  4. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la grandeur de réglage destinée à agir sur un actionneur sert à agir sur le débit de refoulement d'une pompe haute pression.
  5. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la valeur est recalculée lorsque la modification de la grandeur caractéristique de fonctionnement change de signe.
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    dans des seconds états de fonctionnement la valeur est ramenée à 0 à l'aide d'un élément à comportement PT1.
  7. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    les seconds états de fonctionnement apparaissent lorsque la grandeur caractéristique de fonctionnement varie de moins que la valeur de seuil.
  8. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la grandeur caractéristique de fonctionnement est une grandeur qui représente la quantité de carburant injectée, le couple souhaité par le conducteur, la vitesse de rotation du moteur à combustion interne et/ou la vitesse de rotation de la pompe à haute pression.
  9. Dispositif pour régler une grandeur de pression d'un moteur à combustion interne, dans lequel un régulateur prédéfinit une grandeur de réglage à partir d'une comparaison entre une valeur réelle et une valeur de consigne,
    caractérisé en ce que
    dans des premiers états de fonctionnement une commande pilote à comportement différencié prédéfinit une valeur pilote pour corriger la grandeur de réglage à partir d'une grandeur caractéristique de fonctionnement.
EP20030015720 2002-09-27 2003-07-10 Procédé et dispositif pour la régulation d'une valeur de pression d'une moteur à combustion interne Expired - Lifetime EP1403494B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10245268 2002-09-27
DE2002145268 DE10245268A1 (de) 2002-09-27 2002-09-27 Verfahren und Vorrichtung zur Regelung einer Druckgröße einer Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1403494A1 EP1403494A1 (fr) 2004-03-31
EP1403494B1 true EP1403494B1 (fr) 2005-10-26

Family

ID=31969679

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20030015720 Expired - Lifetime EP1403494B1 (fr) 2002-09-27 2003-07-10 Procédé et dispositif pour la régulation d'une valeur de pression d'une moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP1403494B1 (fr)
JP (1) JP2004116527A (fr)
DE (2) DE10245268A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004023365B4 (de) 2004-05-12 2007-07-19 Mtu Friedrichshafen Gmbh Verfahren zur Druck-Regelung eines Speichereinspritzsystems
DE102004049812B4 (de) * 2004-10-12 2017-09-14 Robert Bosch Gmbh Verfahren zum Betreiben einer Kraftstoffeinspritzanlage insbesondere eines Kraftfahrzeugs
JP4088627B2 (ja) * 2005-01-24 2008-05-21 三菱電機株式会社 内燃機関の燃料圧力制御装置
DE102008036299B3 (de) * 2008-08-04 2009-12-03 Mtu Friedrichshafen Gmbh Verfahren zur Druckregelung
DE102008049964A1 (de) * 2008-10-02 2010-04-08 Deutz Ag Raildruckregelungskonzept für Raildruckregler mit mehreren Stellgliedern
DE102009051389A1 (de) 2009-10-30 2011-05-26 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine in V-Anordnung
DE102010030872A1 (de) * 2010-07-02 2012-01-05 Robert Bosch Gmbh Verfahren zum Bestimmen einer Korrekturkennlinie
DE102017211770B4 (de) * 2017-07-10 2019-06-13 Mtu Friedrichshafen Gmbh Verfahren zur Druckregelung in einem Hochdruck-Einspritzsystem einer Brennkraftmaschine, und Brennkraftmaschine zur Durchführung eines solchen Verfahrens

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3545229A1 (de) * 1985-12-20 1987-07-30 Audi Ag Verfahren und schaltung zur regelung des spritzbeginns bei einer verteilerpumpe fuer dieselkraftstoff an einer dieselbrennkraftmaschine
JPH0765523B2 (ja) * 1989-07-20 1995-07-19 日産自動車株式会社 ディーゼルエンジンの燃料噴射制御装置
US5237975A (en) * 1992-10-27 1993-08-24 Ford Motor Company Returnless fuel delivery system
GB2293895B (en) * 1994-10-03 1998-10-21 Ford Motor Co Returnless fuel delivery system
JP3695046B2 (ja) * 1997-02-07 2005-09-14 いすゞ自動車株式会社 エンジンの燃料噴射方法及びその装置

Also Published As

Publication number Publication date
JP2004116527A (ja) 2004-04-15
DE10245268A1 (de) 2004-04-08
EP1403494A1 (fr) 2004-03-31
DE50301474D1 (de) 2005-12-01

Similar Documents

Publication Publication Date Title
EP1303693B1 (fr) Procede et dispositif pour commander un moteur a combustion interne
EP0837986B1 (fr) Dispositif et procede pour la regulation de la pression de carburant dans un accumulateur haute pression
DE19548278B4 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
EP1086307B1 (fr) Systeme d'injection par accumulation de pression, comportant une pompe haute pression regulee servant de deuxieme organe de regulation de pression
DE102006000432B4 (de) Regelungseinrichtung für ein Kraftstoffeinspritzsystem der Common-Rail-Art
DE19731994B4 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19752025B4 (de) Verfahren und Vorrichtung zum Regeln des Kraftstoffdruckes in einem Kraftstoffspeicher
DE10157641C2 (de) Verfahren zur Steuerung einer Brennkraftmaschine
WO2010003737A1 (fr) Procédé et dispositif de compensation des ondes de pression lors des injections successives d'un système d'injection de moteur à combustion interne
EP0930426B1 (fr) Méthode pour prédéterminer la référence de pression d'un système d'injection de carburant avec accumulateur
DE102009018654B3 (de) Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102006001374B4 (de) Verfahren und Vorrichtung zur Steuerung und/oder Regelung einer Brennkraftmaschine
EP1403494B1 (fr) Procédé et dispositif pour la régulation d'une valeur de pression d'une moteur à combustion interne
DE102011003812A1 (de) Steuergerät für ein Kraftstoffeinspritzsystem
DE4333896B4 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102007052092B4 (de) Verfahren und Kraftstoffsystem zum Steuern der Kraftstoffzufuhr für eine Brennkraftmaschine
DE19731201C2 (de) Verfahren zum Regeln des Kraftstoffdruckes in einem Kraftstoffspeicher
DE10123035A1 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE10147814A1 (de) Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine
EP1672206B1 (fr) Procédé et dispositif de commande d'un moteur à combustion interne dans un véhicule
DE19916101A1 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102013220419A1 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine mit Hochdruckeinspritzung
DE10026273C2 (de) Verfahren zur Zylindergleichstellung bei einer Verbrennungskraftmaschine
DE102004039311B4 (de) Verfahren und Steuergerät zur Steuerung eines Enspritzdruckaufbaus bei einem Start eines Verbrennungsmotors
DE102007033678B4 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

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

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL LT LV MK

17P Request for examination filed

Effective date: 20040930

AKX Designation fees paid

Designated state(s): DE FR GB

17Q First examination report despatched

Effective date: 20041126

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 GB

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 50301474

Country of ref document: DE

Date of ref document: 20051201

Kind code of ref document: P

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 20060216

ET Fr: translation filed
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: 20060727

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20140724

Year of fee payment: 12

Ref country code: GB

Payment date: 20140721

Year of fee payment: 12

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20150925

Year of fee payment: 13

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20150710

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150710

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20160331

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 NON-PAYMENT OF DUE FEES

Effective date: 20150731

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 50301474

Country of ref document: DE

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: 20170201