EP1694951A1 - Procede et dispositif de fonctionnement d'une unite d'entrainement - Google Patents

Procede et dispositif de fonctionnement d'une unite d'entrainement

Info

Publication number
EP1694951A1
EP1694951A1 EP04789932A EP04789932A EP1694951A1 EP 1694951 A1 EP1694951 A1 EP 1694951A1 EP 04789932 A EP04789932 A EP 04789932A EP 04789932 A EP04789932 A EP 04789932A EP 1694951 A1 EP1694951 A1 EP 1694951A1
Authority
EP
European Patent Office
Prior art keywords
drive unit
operating
variable
torque
output
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.)
Withdrawn
Application number
EP04789932A
Other languages
German (de)
English (en)
Inventor
Christian Claudepierre
Rainer Hoepfinger
Thomas Reichenbach
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 EP1694951A1 publication Critical patent/EP1694951A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • 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
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling

Definitions

  • the invention is based on a method and a device for operating a drive unit according to the type of the independent claims.
  • a setpoint for at least one output variable of the drive unit is specified in a drive unit, in particular a vehicle.
  • This output variable is usually a torque.
  • the transmission control for example, specifies either a setpoint for the torque of the engine of the vehicle or a setpoint for an engine speed during a shift process or during an intervention of a driving dynamics control. Both specifications cannot be fulfilled at the same time, since one value results from the specification of the other due to the physical relationships.
  • the method according to the invention and the device according to the invention for operating a drive unit with the features of the independent claims have the advantage over the fact that in at least one operating state of the drive unit a setpoint for an operating variable of the drive unit is also specified, in which operating state the at least one output variable of the drive unit regardless of their setpoint in the sense of an approximation of an actual value for the operating variable to the target value for the operating variable.
  • the setting of the setpoint of the operating variable gets in the at least one operating state takes precedence over the setting of the setpoint of the output variable of the drive unit. This can increase the comfort when operating the drive unit in the at least one operating state.
  • the at least one operating state is selected as the starting operating state of the drive unit. In this way, for example, a gearbox engagement process can be carried out conveniently and with little effort, without the output size of the drive unit having to be limited.
  • a further advantage results if the setpoint for the at least one output variable is specified by a first controller or first function and the setpoint for the operating variable is specified by the same controller or function or a second controller or second function and is sent to a third controller Setting of the at least one output variable of the drive unit is forwarded, and if the third controller, based on the setpoint for the at least one output variable of the drive unit, modifies this setpoint for the at least one output variable in the sense of an approximation of the actual value of the operating variable to the target value of the operating variable.
  • the approximation of the actual value of the operating variable to the target value of the operating variable can be carried out in a particularly simple and inexpensive manner by means of a control system, depending on which the output variable of the drive unit is specified.
  • FIG. 1 shows a block diagram of a drive unit
  • FIG. 2 shows a functional diagram to illustrate the functioning of the method according to the invention and the inventive device according to a first embodiment
  • FIG. 3 shows a functional diagram to illustrate the functioning of the method and the inventive device according to a second embodiment
  • FIG. 4 shows a functional diagram to illustrate the functioning of the inventive method and the device according to the invention according to a third embodiment.
  • 1 denotes a drive unit, for example of a vehicle.
  • the drive unit 1 comprises, in a manner known to those skilled in the art, a drive motor which outputs an output variable.
  • the output variable is, for example, a torque, a power or a cylinder charge in the case of an internal combustion engine or a variable derived from one or more of the variables mentioned.
  • the output variable of the drive unit 1 is the output torque of the drive motor.
  • This is also referred to as the internal torque of the drive engine and is provided solely by the combustion of an air / fuel mixture in the combustion chamber of the drive engine, provided that the drive engine is an internal combustion engine.
  • This can be, for example, a gasoline engine or a
  • the drive unit 1 comprises an engine control unit 20. Furthermore, a transmission control unit 5 is provided which controls a transmission unit, not shown in FIG. 1, in order to produce a desired transmission ratio between a crankshaft of the drive motor and a propeller shaft in a manner known to the person skilled in the art.
  • the transmission control 5 generated a torque request MG and a speed request nsoll during a shift.
  • the torque request MG is forwarded to a conversion unit 45 of the engine control 20.
  • the speed request nsoll is fed to a speed control 25 of the engine control 20.
  • the following is the Speed request n should also be referred to as the target speed.
  • the speed of the drive motor is an operating variable of the drive unit 1. This is detected by a speed sensor 40 and is also supplied to the speed control 25 as the actual speed nact. Furthermore, a module 15 is provided, which can be designed as an accelerator pedal module or as a vehicle speed controller and generates a setpoint torque MF for implementing the driver's request or the vehicle speed requested by the vehicle speed controller and forwards it to the conversion unit 45.
  • the vehicle speed controller here represents a vehicle function.
  • a further control or vehicle function 10 is provided, for example a vehicle dynamics control, traction control, an anti-lock braking system, etc., which requests a further predetermined torque MW from the conversion unit 45.
  • the further control or vehicle function 10 stands here symbolically for one or more such controls or vehicle functions, each of which generates such a predetermined torque and can transmit it to the implementation unit 45.
  • the speed control 25 generates a first output variable AI and possibly a second output variable A2, which is likewise fed to the conversion unit 45 and is formed in the sense of an approximation of the actual value nactual of the speed to the target speed nsetpoint.
  • the conversion unit 45 is supplied by the speed sensor 40 with the actual value actual speed as well as other operating variables 85 of the drive unit 1, for example the engine temperature, the intake manifold pressure, the exhaust gas recirculation rate, etc.
  • Implementation unit 45 a resulting torque request, which is implemented in accordance with the current operating conditions of the drive unit 1 in accordance with the supplied operating variables 85.
  • this implementation takes place by correspondingly controlling the ignition and / or the air supply and / or the fuel supply in a manner known to the person skilled in the art and, as indicated in FIG. 1, by the corresponding symbols for the ignition, the air supply and the fuel supply ,
  • FIG. 2 shows a first exemplary embodiment for the implementation unit 45 in the form of a functional diagram.
  • the torque requests MG, MF, MW, together with the operating variables 85 of the drive unit 1, are fed to a torque coordinator 50, which from these variables forms a resultant setpoint MSOLL for the output torque of the drive motor in a manner known to those skilled in the art.
  • the speed control 25 generates a differential torque as the first output variable AI to reduce the difference between the setpoint nsetpoint the speed and the actual value nactual, by which the resulting setpoint torque MSOLL must be changed in order to implement the described reduction in the difference between the setpoint nset the speed and the actual value nact the speed.
  • the first output variable AI is additively linked in an addition element 55 with the resulting setpoint torque MSOLL, ie, added.
  • a modified resulting setpoint torque MSOLL1 thus arises at the output of the adder 55.
  • the speed control 25 generates a factor as a second output variable A2 to reduce the difference between the setpoint nsetpoint the speed and the actual value nist the speed.
  • the resulting setpoint torque MSOLL or the modified resulting setpoint torque MSOLL1 must be multiplied in order to achieve the desired reduction in the difference between the setpoint nsetpoint of the speed and the actual value nist of the speed.
  • This multiplication is carried out with the aid of a multiplication element 60, the multiplication element 60 being shown in dashed lines according to FIG. It can therefore be provided that, as in FIG. 2, the output of the torque coordinator 50, that is to say the resulting setpoint torque MSOLL, is first additively linked to the first output variable AI as described, and the resulting modified setpoint torque MSOLL 1 is then subsequently multiplied by the multiplication element 60 with the second output variable Multiply A2 in order to ultimately obtain a double modified resulting target torque MRES, which is then set by a conversion module 65 in the conversion unit 65 by correspondingly controlling the ignition and / or the air supply and / or the fuel supply.
  • the order of addition and multiplication by the adder 55 and the multiplier 60 can also be interchanged.
  • the additive correction with the first output variable AI or only the multiplicative correction with the second output variable A2 can be provided to modify the resulting target torque MSOLL.
  • the first is in an operating state of the drive unit 1 in which the speed control 25 is switched off, for example in which the speed control 25 is predetermined as the desired speed nsetpoint
  • Output variable AI equals zero and the second output variable A2 equals one. Only in an operating state of the drive unit 1, in which the speed control 25 is activated, can the first output variable AI differ from zero and the second output variable A2 from one. If the operating state of the drive unit 1 is left in which the speed control 25 was activated, the speed control 25 is switched off and the first output variable AI is set to zero and the second output variable A2 is set to one. The resulting setpoint torque MSOLL is thus in operating states of the drive unit 1 in which the speed control 25 is switched off or after leaving such operating states in which the speed control 25 was activated, provided the speed control 25 is in the subsequent operating state is switched off, implemented by the conversion module 65 without modification.
  • FIG. 3 a second embodiment for the implementation unit 45 is shown in the form of a functional diagram.
  • the same reference numerals in FIG. 3 denote the same elements as in FIG. 2.
  • FIG. 3 As in the first exemplary embodiment according to FIG.
  • Torque requests MG, MF, MW together with the operating variables 85 of the drive unit 1 are fed to the torque coordinator 50, which from these variables forms the resulting setpoint MSOLL for the output torque of the drive motor in a manner known to the person skilled in the art.
  • the speed control 25 only the first output variable AI in the form of one of the
  • Motor controller 20 forms output torque MRESl of the drive motor to be set in the sense of a reduction in the difference between the setpoint nset the speed and the actual value nist the speed.
  • the output torque MRES 1 to be set which is supplied by the speed control 25, is fed to a comparator 70.
  • the comparator 70 checks whether the output torque MRES1 to be set is zero. If this is the case, the output of the comparator 70 is set to logic one, otherwise to logic zero.
  • the output signal of the comparator 70 is fed to an AND gate 75 together with the output signal of the torque coordinator 50, that is to say the resulting target torque MSOLL.
  • the output of the AND gate 75 is designated in FIG. 3 with MSOLL 'and corresponds to the resulting setpoint torque MSOLL in the event that the output of the
  • the output variable MSOLL "of the OR gate 80 corresponds to the output variable MSOLL 'of the AND gate 75, which in this case corresponds to the resulting target torque MSOLL at the output of the torque coordinator 50.
  • the output MSOLL "of the OR gate 80 corresponds to the first output variable AI, since in this case the output output variable MSOLL 'of the AND gate 75 is zero.
  • the output variable MSOLL " is the output torque of the drive motor that is ultimately to be set and is supplied to the conversion module 65 for conversion in the manner described for the first exemplary embodiment according to FIG. 2.
  • the transmission control 5 thus specifies a target speed nsetpoint not equal to zero, the output torque MSOLL "of the drive motor which is ultimately to be set corresponds to the first output variable AI of the speed control 25, the implementation of which therefore has priority over the implementation of the torque requirements MW, MG, MF.
  • the speed control 25 is switched off, ie the target speed nsoll is zero, then there is an operating state of the drive unit 1 in which the torque requests MW, MG, MF are to be implemented taking into account the torque coordination.
  • the first output torque MZRES to be set is an output torque to be converted on an ignition path of the drive motor designed as an internal combustion engine
  • the second output torque MLRES to be set is an output torque to be converted to an air and / or fuel path of the drive motor designed as an internal combustion engine.
  • the structure of the functional diagram shown in FIG. 2 is provided twice for this case, namely once for the ignition path and once for the air and / or fuel path. Only the torque coordinator 50 is required only once and, in this case, supplies a first resultant setpoint torque for the ignition path and a second resulting setpoint torque for the instead of the resulting setpoint torque MSOLL
  • the conversion module provided for the ignition path is only for converting the output torque ultimately required for the ignition path by correspondingly controlling the ignition
  • the conversion module provided for the air and / or fuel path is only for implementing the one for the air and / or Fuel path ultimately required output torque formed by appropriate control of the air supply and / or the fuel supply.
  • the division into the ignition path on the one hand and the air and / or fuel path on the other hand for torque specification and conversion is already state of the art in itself and enables the division of an entire output torque of the drive motor to be implemented into a quickly convertible component via the ignition path and a component that can be implemented more slowly via the air and / or fuel path.
  • the application of the first embodiment of Figure 2 can, for. B. may be advantageous for an operating state of the drive unit 1, which is characterized by a switching operation of the transmission.
  • the transmission control 5 sends both a speed request in the form of the target speed nset to the speed control 25 and the
  • Torque request MG to the torque coordinator 50. Independently of further torque requests MW, MF, at least the torque request MG of the transmission controller 5 is therefore present at the input of the torque coordinator 50.
  • the torque coordinator 50 determines the resulting setpoint torque MSOLL from the torque request MG of the transmission control 5 as a function of the operating variables 85. This resulting target torque
  • MSOLL is then modified by the speed control 25 to set the target speed nset.
  • a superimposed speed control with torque specification which first takes into account the torque request MG of the transmission control 5 or the resulting target torque MSOLL derived therefrom and changes it according to the speed control 25.
  • the speed control 25 is limited to increasing or decreasing the resulting target torque MSOLL depending on the sign of the first output variable AI or depending on whether the second output variable A2 is greater or less than 1.
  • Intervention as he z. B. is present during the operating state of the drive unit 1 characterized by the switching operation, is improved.
  • the application of the second embodiment of Figure 3 can, for. B. may be advantageous for an operating state of the drive unit 1, which is characterized by a starting process of the vehicle.
  • the conventional procedure for such a starting process of the vehicle provides that when the driver starts up, the output torque MF of the drive motor is requested via the accelerator pedal and, if necessary modified, is also implemented by the engine control unit by a torque coordinator.
  • the clutch then begins to close, so that the drive motor does not run the risk of dying off or turning up uncomfortably.
  • the transmission control of the automated manual transmission only sends a torque limit to the engine control system so that the clutch engagement process can still be controlled when the output torque of the drive motor is high.
  • the transmission control 5 recognizes the start-up request and activates the speed control 25 for this operating state of the start-up process by forming a suitable target speed nsetpoint other than zero for the start-up process.
  • the target speed of the transmission control 5 is only taken into account if it is greater than the stationary idling target speed.
  • the stationary target idle speed is greater than the target speed nset given by the transmission control 5, then for safety reasons the steady idle target speed is fed to the speed control 25 instead of the target speed nset.
  • the specified torque MF for the driver's request or the resultant desired torque MSOLL associated therewith becomes at the output of the torque coordinator 50 ignored in accordance with the second exemplary embodiment and only the output torque MRES1 to be set required by the speed control 25 is taken into account and implemented in the manner described for converting the target speed nsoll.
  • the accelerator pedal is in this mode, the output torque of the drive motor, by pressing the 'accelerator pedal only the transmission control 5 is infiuenced therefore no influence by the
  • Specification of the target speed nset and the engaging speed influences the necessary output torque of the drive motor.
  • the operating state of the starting process is recognized, for example, by the transmission control 5 as ended when the accelerator pedal is at least partially released again. Then the specification of the target speed nset to the speed control 25 is ended, i. H. the target speed nset should be set to zero and the speed control 25 thereby switched off.
  • the specified torque MF according to the driver's request or the resultant desired torque MSOLL associated therewith is taken into account for implementation by means of the conversion module 65.
  • the start-up process can be made more comfortable, provided the setpoint speed nsetpoint for the start-up process has been suitably applied beforehand, for example, on a test bench.
  • the output torque of the drive motor to be set by the motor controller 20 can additionally and in a manner not shown in the figures be superimposed with the result of a torque pre-control.
  • the output torque of the drive motor to be converted which is supplied to the conversion module 65 in accordance with the exemplary embodiments according to FIGS. 2 and 3, is superimposed on a pre-control torque which, for example, causes friction losses in the drive motor, losses by consumers, such as, for example, air conditioning system, electric sunroof, etc., and requires torque the clutch position, etc. is taken into account.
  • the speed control 25 can comprise an integral controller and / or a proportional controller and / or a differential controller.
  • the speed control 25 can be designed as a PID controller.
  • the same controller can be used as for the usual idle speed control, with only the control parameters depending on the different operating states of the drive unit 1, that is, for. B. idle or starting or switching operation, must be adjusted. This requires a differentiation between the different operating states.
  • the speed control 25 must be supplied with information about the current operating state in which the speed control 25 is to be active, depending on the respective operating state.
  • the current operating state of the drive unit 1 and thus, for example, the idling operating state, the operating state of the starting process and the operating state of the switching process, can be determined in a manner known to the person skilled in the art from the engine control 20 as a function of the operating variables 85 and communicated to the speed control 25 to adapt the control parameters. In this way, resources can be saved, in particular in the form of computing power, by using the same controller for the speed control in different operating states of the drive unit 1.
  • Transmission control 5 can be designed to control, for example, a manual transmission, an automated manual transmission, a continuously variable transmission or an automatic transmission.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé et un dispositif de fonctionnement d'une unité d'entraînement (1), notamment d'un véhicule, qui permettent une conversion plus aisée d'un régime donné. A cet effet, on détermine une valeur théorique d'au moins une grandeur initiale de l'unité d'entraînement (1). Dans au moins un mode de fonctionnement de l'unité d'entraînement (1), on détermine également une valeur théorique d'une grandeur de service de l'unité d'entraînement (1). Dans ce mode de fonctionnement, la ou les grandeurs initiales de l'unité d'entraînement (1) sont déterminées quelles que soient leurs valeurs théoriques pour que la valeur réelle de la grandeur de service se rapproche de la valeur théorique de la grandeur de fonctionnement.
EP04789932A 2003-12-11 2004-10-07 Procede et dispositif de fonctionnement d'une unite d'entrainement Withdrawn EP1694951A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10357868A DE10357868A1 (de) 2003-12-11 2003-12-11 Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit
PCT/DE2004/002221 WO2005056996A1 (fr) 2003-12-11 2004-10-07 Procede et dispositif de fonctionnement d'une unite d'entrainement

Publications (1)

Publication Number Publication Date
EP1694951A1 true EP1694951A1 (fr) 2006-08-30

Family

ID=34638596

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04789932A Withdrawn EP1694951A1 (fr) 2003-12-11 2004-10-07 Procede et dispositif de fonctionnement d'une unite d'entrainement

Country Status (6)

Country Link
US (1) US20070272207A1 (fr)
EP (1) EP1694951A1 (fr)
JP (1) JP2007514092A (fr)
CN (1) CN100465421C (fr)
DE (1) DE10357868A1 (fr)
WO (1) WO2005056996A1 (fr)

Families Citing this family (6)

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Publication number Priority date Publication date Assignee Title
DE102006040336A1 (de) * 2006-08-29 2008-03-06 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
DE102007035097B4 (de) * 2007-07-26 2016-05-19 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit
DE102010017406A1 (de) * 2010-06-17 2011-12-22 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betreiben eines Antriebsstrangs eines Kraftfahrzeugs
US9828920B2 (en) * 2011-08-22 2017-11-28 Toyota Jidosha Kabushiki Kaisha Vehicle power plant control apparatus
DE102012201241A1 (de) * 2012-01-30 2013-08-01 Robert Bosch Gmbh Vorrichtung zur Regelung eines Motors
FR3008957B1 (fr) * 2013-07-23 2015-08-14 Eurocopter France Installation motrice trimoteur regulee pour un aeronef a voilure tournante

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Publication number Priority date Publication date Assignee Title
DE4141947C2 (de) * 1991-12-19 2002-02-07 Bosch Gmbh Robert Steuersystem für eine Antriebseinheit in einem Flugzeug
JP2003527518A (ja) * 1999-12-18 2003-09-16 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 車両のドライブユニットの制御方法および制御装置
BR0016464A (pt) * 1999-12-18 2002-08-27 Bosch Gmbh Robert Processo e dispositivo para a regulação da unidade de acionamento de um veìculo
JP2003529713A (ja) * 2000-04-04 2003-10-07 ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング 車両における駆動ユニットの制御方法および装置
DE10114040B4 (de) * 2000-04-04 2011-06-16 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
JP2002276447A (ja) * 2001-03-19 2002-09-25 Denso Corp 内燃機関の制御装置
DE10135143A1 (de) * 2001-07-19 2003-01-30 Bosch Gmbh Robert Verfahren und Vorrichtung zum Betreiben eines Antriebsmotors
US6701246B2 (en) * 2001-11-02 2004-03-02 Ford Global Technologies, Llc Engine torque determination for powertrain with torque converter
US6878098B2 (en) * 2002-02-28 2005-04-12 Caterpillar Inc Selective governor usage for an engine

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Also Published As

Publication number Publication date
DE10357868A1 (de) 2005-07-07
JP2007514092A (ja) 2007-05-31
WO2005056996A1 (fr) 2005-06-23
CN100465421C (zh) 2009-03-04
CN1890464A (zh) 2007-01-03
US20070272207A1 (en) 2007-11-29

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