Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F28—HEAT EXCHANGE IN GENERAL
  • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
  • F28F1/00—Tubular elements; Assemblies of tubular elements
  • F28F1/02—Tubular elements of cross-section which is non-circular
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P7/00—Controlling of coolant flow
  • F01P7/14—Controlling of coolant flow the coolant being liquid
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F28—HEAT EXCHANGE IN GENERAL
  • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
  • F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
  • F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
  • F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
  • F28D1/053—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits the conduits being straight
  • F28D1/0535—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits the conduits being straight the conduits having a non-circular cross-section
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P5/00—Pumping cooling-air or liquid coolants
  • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
  • F01P5/12—Pump-driving arrangements
  • F01P2005/125—Driving auxiliary pumps electrically

Definitions

• the invention relates to a heat exchanger and a cooling system, in particular for use in a motor vehicle.
• a heat exchanger and a cooling system in particular for use in a motor vehicle.
• the invention is described below with regard to use on a motor vehicle, it should be pointed out that the heat exchanger and the cooling system according to the invention can also be used for other cooling processes.
• cooling systems are used in motor vehicles, e.g. to give off the waste heat of the internal combustion engine to the environment.
• Water is generally used as the coolant, which contains additives such as antifreeze.
• the coolant cooler the heat given off by the engine in the cooling circuit is dissipated to the environment by passing an air stream past the surfaces of the coolant cooler.
• cooling medium is the (external) medium to which the cooling capacity of the cooling circuit is given.
• cooling medium is the (external) medium to which the cooling capacity of the cooling circuit is given.
• the waste heat of the engine is absorbed by the coolant contained in the cooling circuit.
• the coolant cooler the waste heat from the cooling then removed to the coolant flowing through the coolant cooler. In a conventional cooling circuit, this is the cooling air.
• the heat-emitting surface of the coolant cooler is increased by dividing the coolant flow into a number of parallel coolant pipes, on which cooling fins are arranged, in order to effectively dissipate the heat to the environment.
• thermodynamic data such as thermal output at given operating temperatures of the coolant and the environment and maximum pressure loss at a given mass flow of the coolant in the operating state are specified.
• the pressure loss is limited with regard to the performance and dimensioning of the coolant pump.
• the individual components of the cooling circuit are designed for so-called critical operating states of the vehicle, in which, for example, when driving uphill under certain load conditions and prevailing outside temperatures, a predetermined amount of heat must be able to be released to the environment without exceeding the permissible limit temperatures.
• heat exchangers for coolant circuits in motor vehicles are designed in such a way that the flow resistance is low at maximum heat transfer performance.
• Maximum flow losses on the coolant side in the heat exchanger or heat transfer network are specified, which must not be exceeded,
• the object of the invention to provide a heat exchanger which, with the same heat transfer properties, allows the power requirement for the pump of the cooling circuit to be reduced. It is furthermore preferably an aspect of the object of the invention to provide a cooling system in which overall a smaller pump output is possible to overcome the flow resistances in the coolant circuit.
• the heat exchanger according to the invention is the subject of claim 1.
• the cooling system according to the invention is the subject of claim 9.
• Preferred developments are the subject of the dependent claims.
• the heat exchanger according to the invention is particularly, but not only, intended for use in a cooling circuit of a motor vehicle.
• At least one heat transfer network is provided between the coolant inlet and the coolant outlet of the heat exchanger.
• At least one heat transfer network comprises at least one pipe device, wherein the pipe device or the pipe devices are provided to transport coolant through the heat exchanger from the coolant inlet to the coolant outlet while the waste heat is dissipated.
• a characteristic hydraulic diameter of a pipe device is less than or equal to 2.0 mm in a heat exchanger according to the invention.
• the hydraulic diameter d hy d r is defined as four times the cross-sectional area divided by the inner circumferential area, as is also used, for example, in the VDI Heat Atlas when designating multi-chamber pipes.
• the hydraulic diameter d hy r denotes the hydraulic diameter of all parallel flowed through chambers.
• the cross-sectional area denotes the inner cross-sectional area that is available for the flow of the coolant.
• the inner circumference is the circumference around the flow channel device inside the pipe device.
• the hydraulic diameter d hydr is equal to the diameter of the Pipe device d is.
• the hydraulic diameter d hydr corresponds to an inner side length of the pipe device.
• the heat exchanger according to the invention has many advantages.
• Heat exchangers for coolant circuits of motor vehicles that have become known in the prior art have a hydraulic diameter d hy dr, which is, for example, 2.8 mm and larger. Such hydraulic diameters are chosen in order to minimize flow losses in the heat exchanger.
• a heat exchanger according to the invention to reduce the coolant mass flow in the cooling circuit of a motor vehicle.
• incompressible cooling media such as cooling water
• a reduction in the coolant mass flow leads directly to a proportional reduction in the flow rate of the coolant in the cooling circuit. Since the flow loss in the cooling circuit is proportional to the square of the speed of the coolant, a reduction in the Coolant mass flow to about 70%, a halving of the flow losses in the overall circuit and a reduction in the hydraulic delivery capacity DP times the volume flow to approx. 35%.
• the flow resistance in the heat exchanger is increased by the small hydraulic diameter of the pipe devices in the heat exchanger.
• the flow rate of the coolant can be reduced while the heat output remains the same outside the cooler, so that the flow rate of the coolant in the periphery is significantly lower than with a conventional heat exchanger.
• Peripherals are understood here to mean all components and component areas in the cooling circuit through which coolant flows, with the exception of the pipe devices.
• the pump output required to overcome the flow loss in the heat exchanger can be considerably higher (e.g. factor 2 or 4) than with a conventional heat exchanger, the higher heat transfer capacity of the heat exchanger can reduce the amount of coolant circulating required for cooling.
• the required pump output of the pump device is reduced, so that the present invention allows overall energy to be used to operate the pump (e.g. factor 1, 5 or 2).
• the saving effect on primary energy is greater, since the conversion losses from mechanical energy into electrical energy are also lower.
• Another advantage of the heat exchanger according to the invention is that when an electrical pump device is used, an electrical pump with a significantly lower electrical output can be used, so that costs for the pump, battery, alternator, etc. can be saved. Gas and particularly preferably air are used as coolants to absorb the amount of heat removed.
• the invention or an advantageous development of the invention can also be used in a heating circuit or in any cooling circuit.
• the invention can also be used in parallel circuits or in multi-circuit systems.
• At least a multiplicity of essentially identical pipe devices are provided. It is also possible for a first type of tube device to be provided with a first plurality and for a second or even more type of tube devices with a second (third etc.) number in each case.
• At least the cross section of at least one type of pipe device is taken from a group of cross-sectional shapes, which comprises round and circular, elliptical, oval, angular, rectangular, triangular, square and rounded modifications of the cross-sectional shapes mentioned.
• the cross section of at least one pipe device is preferably substantially constant over at least one length section along the pipe device. It is preferred to use flat pipe devices in which the flow channel of the cooling medium has a relatively small width and a relatively high depth (in each case transverse to the flow direction of the cooling medium).
• a pipe device contains, for example, pipe segments.
• the pipe devices can also be provided with turbulence insert devices or fin devices in the pipe devices in order to increase the turbulence and the heat transfer. The characteristic hydraulic diameter is not changed by these fin devices and turbulence insert devices.
• essentially all the pipe devices are arranged essentially parallel to one another, the cooling medium passing transversely through the pipe devices arranged essentially in parallel.
• Rib devices are preferably provided on the pipe devices, which can have gill devices in order to increase the heat transfer on the outside of the pipe devices.
• a characteristic cross-sectional ratio of the depth of a pipe device in the flow direction of the cooling medium to the height of a pipe device is between 1 and 100 and preferably between 7 and 50, particularly preferably between 15 and 50, particularly preferably between 20 and 30.
• the pipe devices have a substantially greater extent in the flow direction of the cooling medium than in a direction perpendicular thereto and to the flow direction of the coolant.
• the numerical values mentioned can relate to the external or internal dimensions of the pipe devices.
• the coolant contains water as an essential constituent, wherein the coolant can also have additives such as antifreeze and other additives. It is equally possible that the coolant contains waterless or only a small amount of water.
• the invention can also be used in radiators. It is also possible for the invention to be used for cooling or heating engine oil, gear oil or fuel, for example of a motor vehicle. is set. Depending on the application, the coolant may contain oil or other coolants known in the prior art.
• Gas and particularly preferably air are preferably used as the cooling medium on the outside of the pipe devices.
• the cooling system has at least one pump device, at least one heat source device (such as a motor device) and at least one heat exchanger device, the heat exchanger device comprising at least one heat transfer network device.
• the pump device, the heat exchanger device and the heat source device are connected to form an essentially closed cooling circuit and are flowed through by at least one coolant.
• the pressure loss of the heat transfer network device of the heat exchanger device in relation to the pressure loss in the entire coolant circuit, assessed before and after the pump device, is at least 12%, preferably more than 15%.
• the cooling system according to the invention has many advantages.
• the pressure loss of the heat transfer network device is preferably in the range between 15 and 90% of the pressure loss in the entire coolant circuit in the operating state and particularly preferably in the range between 20% and 70%. It is preferably at least 30%.
• the heat transfer network device comprises pipe devices, at least one pipe device being taken from a group of pipe devices, the pipe devices with hydraulic diameters ⁇ 2 mm and in particular in the hydraulic diameter range between 1 and 1.8 mm, and dimple pipes , Pipe devices with turbulence insert devices and the like includes more.
• Turbulence deposits can For example, be (metal) spirals or foils or threads that are introduced into the pipe devices.
• the coolant flow in the heat exchanger device is deflected at least once.
• the coolant flow in the heat exchanger device can also be deflected 2, 3, 4, 5, 6 or more times.
• a heat exchanger device particularly preferably has a fin density in the range between 50 and 120 per decimeter length of the pipe device, the thickness of the individual fins being between 0.01 and 0.5 mm, preferably between 0.05 and 0.2 mm.
• the total flow resistance in the cooling circuit is usually essentially determined by the flow resistances in the connecting hoses, the water boxes, the heat transfer network of the heat exchanger, the thermostats connected in series and the engine block.
• FIG. 2 shows a first heat transfer network for the heat exchanger according to the invention
• FIG. 3 shows a heat transfer network for a second heat exchanger according to the invention
• FIG. 4 shows a heat transfer network for a third heat exchanger according to the invention
• FIG. 5 shows a diagram for determining an optimal hydraulic diameter for a first tube wall thickness
• FIG. 6 shows a further diagram for determining an optimal hydraulic diameter with a second tube wall thickness
• FIG. 7 shows a diagram for determining an optimal fin density for a given tube wall thickness
• the coolant system 1 shows an exemplary embodiment of a cooling system 1 according to the invention.
• the coolant system 1 is intended for use in a motor vehicle and is used to cool the engine 5.
• the heated coolant emerging from the engine is passed through the thermostat 7 and enters a water tank 4 of the heat exchanger 2.
• the coolant can also be discharged via the bypass 8 are guided past the heat exchanger 2 and are passed back into the motor 5 via the pump 6.
• the heat exchanger 2 has a heat transfer network 3.
• a heat transfer network 3 according to the invention is shown in different embodiments in FIGS. 2, 3 and 4, in which the arrangement and the dimensions of the individual components differ.
• the heat transfer network shown in FIG. 2 has tubes 11 in the form of flat tubes, which have a depth 12 in the direction of flow of the cooling medium, which is 32 mm in the selected exemplary embodiment.
• the depth of the flat tubes 11 can also be 10, 12, 16, 20, 24, 32 or even 40 or 48 mm or values in between. However, other values are also possible if the requirements for the heat exchanger so require.
• the flat tubes 11 according to FIG. 2 have a width 13 of 1.3 mm with a wall thickness 17 which is essentially constant over the circumference of the flat tube and is only 0.26 mm. This corresponds to clear internal dimensions of 31, 48 mm in depth and 0.78 mm in width.
• D hy dr 1.54.
• the hydraulic diameter D hy dr is essentially influenced by the inner width of the individual flat tubes, while a greater or lesser extent in depth affects the value of the hydraulic diameter only over a wide range to a small extent.
• the coolant mass flow can then be reduced with the same heat output of the cooler. If the flow cross-section remains the same, this leads to a reduction in the flow rate of the coolant and thus to lower flow losses.
• the distance 14 of the individual tubes 11 is 9.3 mm in the exemplary embodiment according to FIG. 2.
• the rib height of the ribs 15 is 8 mm.
• the fins are provided with gills 16, so that the boundary layers are always newly formed.
• the wall thickness 17 of the tubes 11 is 0.26 mm. Smaller or larger wall thicknesses are also possible, such as. B. 0.35 mm. The tendency is to reduce the wall thickness in order to save weight and material and to improve the heat conductor resistance. However, the minimum wall thickness also depends on the pressure within the system.
• the ribs 15 are on the tubes. 11 soldered, while in the exemplary embodiment according to FIG. 3 they are mechanically fastened or clamped. Rib elements 15 are plugged onto the circular tubes 21 in the exemplary embodiment according to FIG. 3. Anschlies- Send the tubes 21 are stretched so that there is a larger outer diameter. The fin elements 15 are held firmly on the tubes 21.
• Heat transfer is usually better for soldered connections. Therefore, in the exemplary embodiment according to FIG. 3, when using circular tubes in the heat exchanger, a soldered connection between the fin and the tube can be provided.
• the inside diameter 18 of the pipes 21 is equal to the hydraulic diameter Dhydr.
• the pipe devices 23 have an inside diameter 18.
• the wall thickness 25 is shown in FIG. 4.
• So-called radius pipes 21 are used in the heat transmission network shown in FIG. 4.
• the tubes 21 have a depth 12 (in the flow direction of the cooling air) and a maximum width 13.
• the inner circumferential surface 24 and the flow cross section 23 can be determined with knowledge of the depth 12 and the maximum width 13 as well as the tube wall thickness 25 and the geometric contour.
• the individual tubes 21 are arranged at a lateral distance 14. As in the exemplary embodiment according to FIG. 3, two rows of heat transfer tubes 21 are provided which have a tube row spacing 19.
• the Heat transfer block consists of the heat transfer network and the floors.
• the heat transfer network consists of the coolant tubes with the cooling fins.
• the diagram was made with reference to a medium-sized car with e.g. B. created a " 1.7 liter diesel engine.
• the measurement point 30 shown marks a current production model in which, in a certain operating state, a hydraulic delivery capacity of approximately 270 W is required in order to provide the necessary coolant mass throughput for the engine 5 and cooler 7.
• the wall thickness of the tubes of the heat transfer network was 0.35 mm for FIG. 5 and 0.26 mm for FIG. 6.
• the measuring points 33, 34 and 35 were derived for a cooling system in which the heat exchanger was provided with different heat transfer networks.
• measuring point 30 indicates the current state of the art, in which the hydraulic diameter of the tubes used is large and here is approximately 2.5 mm, the hydraulic diameter for measuring point 33 has been reduced to 1.94 mm.
• the hydraulic diameter at measuring point 34 is 1.56 mm and at measuring point 35 1.3 mm.
• the periphery is adapted by reducing the flow resistances, for example in the engine, the thermostat, the hoses, the water boxes or the like, the lines drawn in FIGS. 5 and 6 result in accordance with the percentages of the peripheral pressure loss 37, where 100% corresponds to the series condition.
• measurement point 39 results, at which the necessary hydraulic power in the cooler circuit is only between 60 and 70 watts.
• Measuring point 40 indicates a pressure loss of approximately 200 mbar in the heat transfer block. It follows from the diagram that the hydraulic power required to overcome the flow resistance in the heat transfer block is just under 30 watts.
• the power loss in the periphery is approximately 270 watts total loss minus 25 watts block loss and thus approximately 250 watts.
• An electrically operated pump can also be used here to transport the coolant in the cooling circuit.
• the dimensioning of the pump 6 in a cooling circuit 1 depends on the critical operating conditions.
• the pump must be designed in such a way that it can ensure reliable cooling of the motor even in critical operating situations.
• a pump that would be one or two classes larger than would be a pump that can be used in a cooling system according to the invention would have to be used with the hydraulic outputs required today.
• High pump outputs of up to 400 or even 600 watts require a larger alternator in the motor vehicle and possibly a change in the on-board voltage used from 12 to 24 volts or 42 volts.
• the cross-sections of the wiring and connector plugs and the strength of the fuses have to be adapted to the high electrical currents.
• the use of an electric pump in the cooling circuit further enables the designer of a motor vehicle to arrange the pump independently of the engine. This leads to design freedom and reduces the volume and weight of the engine block itself. This is important, among other things, with regard to the size, shape and location of crumple zones in automobiles.
• the power that an electric pump can provide is independent of the engine speed, so that reliable cooling can be ensured even at low engine speeds.
• an electric coolant pump is installed in future motor vehicles for such cases, this can be dimensioned smaller when using a heat transfer network according to the invention and the mechanical pump can be omitted.
• the heat transfer network according to the invention can also be used in secondary circuits, such as in heating or oil circuits.
• a smaller dimensioning of the main coolant pump or an additional pump located in the corresponding secondary circuit is also advantageous here.
• the required hydraulic power is around 95 watts and has been reduced to a third of the hydraulic power in base point 30.
• the drawn curve 48 shows the optimal conditions for different peripheral pressure losses, which were varied between 40% and 120%.
• the diagram according to FIG. 6 also shows that for hydraulic diameters ⁇ approximately 2 mm, the hydraulic power required in the cooling circuit decreases sharply until it reaches an optimum, while the overall losses again occur for even smaller hydraulic diameters increase.
• the result is an optimal hydraulic diameter ⁇ 2 mm, and in particular an optimal hydraulic diameter range between approximately 0.5 and 2 mm.
• the range between about 1 and 1.7 mm is particularly suitable.
• FIG. 5 shows a boundary line 71, which in the application example shows a temperature difference of the coolant of 10 K above the engine an explicate.
• Operating states with higher pressure losses in block than indicated by line 71 indicate temperature differences of the coolant above the engine greater than 10 K.
• State points on the left (in the orientation of FIG. 5) of line 71 indicate operating states with temperature differences less than 10 K).
• a boundary line 71 is drawn in FIG. 6, which, as in FIG. 5, indicates a temperature difference of the coolant above the engine of greater than or equal to 10 K.
• a boundary line 72 is shown in FIG. 6, which indicates a temperature difference or a temperature gradient of the coolant over the engine of 8 K.
• the operating status line 41 was determined for pipe distances from one pipe to the next of 9.3 mm, the operating status line 42 for pipe distances of 7.3 mm and the operating status line 43 for pipe distances of 5.8 mm. If the fin density is increased to more than 65 fins per dm pipe length, then with a fin spacing of 9.3 mm there is initially a reduction in the required pump output at about 70 to 75 fins per dm, while it rises again to higher fin densities.
• the required hydraulic output then rises again because, among other things, the free flow cross-section of the cooling air is restricted due to the high fin density, and therefore the heat output transferred is reduced. As a result, the coolant flow in the heating network must be increased so that the flow losses in the cooling circuit increase.
• the optimal result would be an outer fin density of about 73 fins per dm with a pipe spacing of 9.3 mm.
• the cooling air flowing through the radiator is not only used to cool the coolant cooler, but can also be used to cool other circuits, such as the air conditioning circuit.
• FIG. 8 An overview of the change in the cooling air throughput is shown in FIG. 8.
• the cooling air throughput was plotted against the outer fin density for the pipe distances shown in FIG. 7.
• Condition point 54 corresponds to condition point 44 in FIG. 7 and was determined for a pipe spacing of 9.3 mm and a number of fins of 65 per dm pipe length.
• the cooling air throughput drops sharply at all pipe gaps. It follows that a rib density of 65 per In the example shown here, dm is optimal when using a pipe spacing of 9.3 mm, since on the one hand the cooling air throughput increases by a little more than 1.5%, the hydraulic power in the corresponding condition point 45 being approximately 105 watts.
• the pump output can be reduced by 20, 50, 75 or even more percent, depending on the design of the heat transfer network and the other components of a cooling circuit.
• Lines 61 to 65 each indicate the relative pressure loss in the periphery of the cooling circuit, that is to say the pressure loss outside the heat transfer network.
• Line 64 marks the periphery of a current system, while line 61 represents a peripheral pressure loss of 40% compared to a current system.
• Line 62 represents 60%, line 63 80% and line 65 a loss of 120% in the periphery compared to today's system.
• Today's heat transfer networks usually have pipe devices with a hydraulic diameter greater than or equal to 2.8 mm.
• the pressure loss when using today's peripheral components is at least 12% and thus significantly higher.
• Systems according to the invention have relatively large pressure losses in the heat transmission network. This enables smaller coolant mass flows at higher coolant speeds in the heat transfer network and at the same time higher heat transfer on the inside in the heat transfer network. Outside the heat exchanger, the flow rate can be reduced, so that the total hydraulic power required is reduced.
• d h ydr 1.52
• a loss share of 30% if the losses in the periphery are reduced to 80% of the current level. This is possible, for example, with changes to the pipes, water boxes, etc.
• the pressure loss in the cooling circuit of today's series is, for example, 4% in the hoses, 15% in the water tanks, 9% in the cooler network, 21% in the series-connected thermostat and 51% in the engine block.
• the coolant mass flow can be reduced, as a result of which the flow rate is reduced. This reduces the absolute loss in the periphery, while the pressure loss in the cooler network increases from, for example, 9% to 20% or even 30%.

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• Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Thermal Sciences (AREA)
• Geometry (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)
• Air-Conditioning For Vehicles (AREA)
• Motor Or Generator Cooling System (AREA)

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• 2002
  • 2002-03-20 DE DE10212249A patent/DE10212249A1/de not_active Ceased
• 2003
  • 2003-03-17 JP JP2003576879A patent/JP2005527764A/ja active Pending
  • 2003-03-17 BR BR0303650-2A patent/BR0303650A/pt not_active IP Right Cessation
  • 2003-03-17 US US10/508,252 patent/US20050092475A1/en not_active Abandoned
  • 2003-03-17 WO PCT/EP2003/002738 patent/WO2003078911A2/de active Application Filing
  • 2003-03-17 AU AU2003239792A patent/AU2003239792A1/en not_active Abandoned
  • 2003-03-17 EP EP03732268A patent/EP1492990A2/de not_active Withdrawn
  • 2003-03-17 CN CNB038065053A patent/CN100573016C/zh not_active Expired - Fee Related

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