EP1697624A1 - Procede et dispositif pour commander un moteur a combustion interne - Google Patents

Procede et dispositif pour commander un moteur a combustion interne

Info

Publication number
EP1697624A1
EP1697624A1 EP04819674A EP04819674A EP1697624A1 EP 1697624 A1 EP1697624 A1 EP 1697624A1 EP 04819674 A EP04819674 A EP 04819674A EP 04819674 A EP04819674 A EP 04819674A EP 1697624 A1 EP1697624 A1 EP 1697624A1
Authority
EP
European Patent Office
Prior art keywords
valve lift
fuel
stage
valve
actually
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Withdrawn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
EP04819674A
Other languages
German (de)
English (en)
Inventor
Frank Weiss
Hong Zhang
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.)
Continental Automotive GmbH
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Publication of EP1697624A1 publication Critical patent/EP1697624A1/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Withdrawn legal-status Critical Current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
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • F02D13/023—Variable control of the intake valves only changing valve lift or valve lift and timing the change of valve timing is caused by the change in valve lift, i.e. both valve lift and timing are functionally related
    • 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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/143—Tappets; Push rods for use with overhead camshafts
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • 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
    • F02D41/0002—Controlling intake air
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine.
  • the Porsche 911 Turbo is equipped with a device for adjusting the valve lift of the gas inlet valve and the gas outlet valve.
  • the internal combustion engine of this vehicle is provided with a camshaft on which a cam with a short stroke and two further cams with a higher stroke are formed for each gas inlet valve.
  • the cam lift is transmitted to the gas inlet valve by means of a transmission unit.
  • the transmitter unit is designed as a cup tappet, which comprises a cylinder element and an annular cylinder element arranged concentrically to this.
  • the cam with a small stroke acts on the cylinder element, while the cams with the higher stroke act on the ring cylinder element.
  • the object of the invention is to provide a method and a device for controlling an internal combustion engine which ensures that low pollutant emissions are generated.
  • the invention is characterized by a method and a corresponding device for controlling an internal combustion engine with an intake manifold, which is led to an inlet of a cylinder on which a gas inlet valve is arranged, a valve drive for the gas exchange valve, by means of which the valve lift of the gas inlet valve in at least two levels is adjustable, an injection valve that admits fuel, and a spark plug, by means of which the crankshaft angle of the ignition of the air / fuel mixture is controlled.
  • valve lift is to be switched from one stage to another stage, fuel is metered in at least once in the intake stroke of the cylinder and at least the last metering of fuel depends on whether the valve lift has actually been switched from one stage to the other , In this way it can easily be ensured that there are no misfires or burns with a very high fuel excess, i.e. a significantly higher proportion of fuel than the stoichiometric air / fuel ratio, even if an actual switchover from one stage to the other stage of the valve lift is very difficult to predict.
  • fuel is metered in once during the intake stroke of the cylinder and the fuel mass is determined depending on whether the valve lift has actually been switched from one stage to the other.
  • fuel is metered in at least once during the intake stroke of the cylinder without taking into account whether the valve lift has actually been switched from one stage to the other. This ensures a very good mixture preparation of the air / fuel mixture, which is a prerequisite for a good combustion process and thus low raw emissions of pollutants from the internal combustion engine.
  • at least the last metering of fuel takes place only when the valve lift has actually been switched from one stage to the other.
  • the fuel mass which is metered without taking into account whether the valve lift has actually been switched from one stage to the other, is determined such that a desired air / fuel ratio results when the valve lift actually occurs with the stage with lower valve lift. This allows the mixture to be processed very well and an air / fuel ratio to be set precisely if the stage with a lower stroke is actually set.
  • the fuel mass which is metered without taking into account whether the valve lift has actually been switched from one stage to the other, is determined in such a way that there is an increased fuel fraction than the desired air / fuel ratio, if the valve lift actually takes place with the stage with a lower valve lift.
  • a predetermined threshold value which is preferably approximately 200 ° revolutions per minute.
  • the ignition angle is adapted as a function of a variable which characterizes the metering of fuel and which depends on whether the valve lift has actually been switched from one stage to the other.
  • a further advantageous embodiment of the method is the size, the force mass and / or the crankshaft angle of the metering of the fuel, which depend on whether the valve lift was switched from one stage to the other. has actually occurred. This has the advantage that these sizes are characteristic of the mixture preparation.
  • FIG. 1 shows an internal combustion engine with a control device
  • FIG. 2 shows a further view of parts of the internal combustion engine according to FIG. 1,
  • FIG. 3 shows a flowchart of a first embodiment of a program for controlling the internal combustion engine when the valve lift is to be switched over from a small valve lift to a high valve lift
  • FIG. 4 shows a sequence diagram of the program according to FIG. 3 for controlling the internal combustion engine when the valve lift is to be switched over from a high valve lift to a small valve lift and
  • Figures 5 and 6 another embodiment of a program for controlling the internal combustion engine.
  • An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
  • the intake tract preferably comprises a throttle valve 11, further a collector 12 and an intake manifold 13, which leads to a cylinder ZI via an intake port in the engine block is guided.
  • the engine block further comprises a crankshaft 21 which is coupled to a piston 24 of the cylinder ZI via a connecting rod 25.
  • the cylinder head comprises a valve train with an inlet valve 30, an outlet valve 31 and valve drives 32, 33.
  • the gas inlet valve 30 and the gas outlet valve 31 are driven by means of a camshaft 36 (see FIG. 2) r on which cams 39, 39a and 39b are formed acting on the gas inlet valve 30.
  • cams, not shown, are provided — possibly on a further camshaft, which act on the gas outlet valve 31.
  • a total of three cams 39, 39a, 39b are assigned to the gas inlet valve 30.
  • the cams 39, 39a, 39b act on the gas exchange valve 30 via a transmission unit 38.
  • the transmission unit 38 is designed as a tappet. It comprises a cylinder element 38a and an annular cylinder element 38b arranged concentrically to this.
  • the cam 39 acts on the cylinder element 38a.
  • the cams 39a, 39b act on the ring cylinder element 38b. In a switch position of the bucket tappet, only the stroke of the cam 39, which is less than the cams 39a and b, is transmitted to the gas inlet valve 30.
  • the strokes of the cams 39a and b are transmitted to the gas inlet valve 30.
  • the switching position of the cup tappet can be achieved by a corresponding control of an actuator provided in the cup tappet and is preferably carried out hydraulically.
  • valve drive 31, 32 can, however, also be designed as an alternative.
  • the camshaft be designed and cooperate with an actuator such that, depending on the desired valve lift, different cams act on the gas exchange valve or.
  • the cylinder head 3 (FIG. 1) further comprises an injection valve 34 and a spark plug 35.
  • the injection valve can also be arranged in the intake manifold 13.
  • the exhaust tract 4 comprises a catalytic converter 40.
  • An exhaust gas recirculation line can be led from the exhaust tract 4 to the intake tract 1, in particular to the collector 12.
  • a control device 6 is provided, to which sensors are assigned, which detect different measured variables and each determine the measured value of the measured variable.
  • the control device 6 determines, depending on at least one of the measured variables, manipulated variables which are then converted into one or more actuating signals for controlling the actuators by means of corresponding actuators.
  • the sensors are a pedal position sensor 71, which detects the position of an accelerator pedal 7, an air mass meter 14, which detects an air mass flow upstream of the throttle valve 11, a temperature sensor 15, which detects the intake air temperature, a pressure sensor 16, which detects the intake manifold pressure, a crankshaft angle sensor 22, which detects a crankshaft angle to which a speed N is then assigned, a further temperature sensor 23 which detects a coolant temperature, a camshaft angle sensor 36 which detects the camshaft angle and an oxygen probe 41 which detects a residual oxygen content of the exhaust gas and, if appropriate, a sensor which detects whether the gas inlet valve 30 is operated with a low or high valve lift.
  • any subset of the sensors mentioned or additional sensors can be present.
  • the actuators are, for example, the throttle valve 11, the gas inlet and gas outlet valves 30, 31, the injection valve 34, the spark plug 35, the adjusting device 37 or the transmission unit 38.
  • the internal combustion engine preferably also has further cylinders Z2, Z3, Z4, to which corresponding sensors and actuators are assigned and which accordingly to be controlled.
  • the control device 6 corresponds to a device for controlling the internal combustion engine.
  • a program for controlling the internal combustion engine is preferably started when the internal combustion engine is started.
  • the start takes place in a step S1 (FIG. 3), in which variables are initialized if necessary.
  • step S2 it is checked whether the current rotational speed N is greater than a predetermined threshold value N_THR of the rotational speed, which is preferably approximately 2000 revolutions per minute. If the condition of step S2 is not met, a third fuel mass MFF3 is determined in a step S6, taking into account the expected air mass in the cylinder for this working cycle, based on the desired stage of the valve lift VL, and taking into account the air to be set / Fuel ratio. Furthermore, the metering of the third fuel mass MFF3 is controlled in step S6.
  • a predetermined threshold value N_THR of the rotational speed which is preferably approximately 2000 revolutions per minute.
  • step S4 checks whether a switchover of the valve lift VL from a small valve lift LO to a high valve lift HI has been requested since the last operating cycle of the cylinder ZI.
  • step S6 the processing is continued in step S6.
  • step S8 the processing is continued in step S8, in which an ignition angle IGN is determined as a function of the engine speed N, a desired torque TQ_REQ and, if appropriate, further variables. For example, instead of the desired torque TQ REQ, another one can load the internal combustion engine. size representative of the machine. Furthermore, the ignition angle IGN can also be determined depending on further variables with a view to the desired minimization of pollutant emissions, such as NOX emissions.
  • the program then remains in a step S10 for a predetermined waiting period T_W or also for a predetermined crankshaft angle before the processing is continued again in step S2.
  • a first fuel mass MFFl is determined in a step S12, the first fuel mass MFFl is e.g. determined in such a way that a desired air / fuel ratio is established in the cylinder ZI, provided that the valve lift VL of the gas inlet valve 30 is the small valve lift LO in the current intake stroke. Furthermore, the actual metering of the first fuel mass MFFl is then controlled in step S12. Alternatively, in step S12, the first fuel mass MFFl can also be selected such that there is a higher proportion of fuel in the cylinder ZI than the desired air / fuel ratio, provided that the valve lift VL of the gas inlet valve 30 is the low valve lift LO is.
  • step S14 The program then remains in step S14 for the predetermined waiting period T_W, which can differ from that of step S10.
  • the waiting period T_W in step S14 is preferably dimensioned such that it can be determined in a subsequent processing of step S16 whether the valve lift VL in the current intake stroke is actually the low valve lift LO or actually the high valve lift. tilhub is HI. However, it is so short that step S16 can be processed as early as possible.
  • the actual valve lift VL is preferably detected either by means of the suitable sensor or, in a simple embodiment, it is possible to switch from a small valve lift LO to a high valve lift HI on the basis of the course of the intake manifold pressure or else on the basis of the course of a hydraulic pressure, in which case the switching takes place hydraulically r or also be detected on the basis of electrical signals when the switchover is performed electrically.
  • the actual course of the intake manifold pressure while the gas inlet valve 30 is in its open position can be used to determine whether the low valve lift LO or the high valve lift HI is in fact by comparison with corresponding values for the small valve lift LO and / or the high valve lift HI is set.
  • step S16 If it is recognized in step S16 that the actual valve lift VL is the small valve lift LO, the processing is continued in step S8.
  • a second fuel mass MFF2 is determined in step S18.
  • the second fuel mass MFF2 is determined such that the sum of the first and second fuel masses MFFl, MFF2 corresponds to the desired air / fuel ratio in the cylinder ZI at the high valve lift HI.
  • the metering of the second fuel mass MFF2 is controlled in step S18.
  • a correction value IGN_COR for the ignition angle IGN is then determined in a step S20, depending on the second fuel mass and / or the crankshaft angle CRK_MFF2 of the metering of the second fuel mass MFF2.
  • the quality of the mixture preparation which may have deteriorated, can be determined on the basis of the late addition of the second fuel mass MFF2, and it can thus be ensured by influencing the ignition angle IGN that the pollutant emissions are minimized.
  • step S22 the ignition angle IGN is then determined as a function of the correction value IGN_COR, the rotational speed, the desired torque TQ_REQ and, if appropriate, further or alternative variables which the person skilled in the art uses for this purpose. Furthermore, the ignition of the air / fuel mixture in the cylinder ZI is also controlled in step S22. The processing is then continued in step S10.
  • the waiting time period T_W in step S10 is preferably dimensioned such that after step S10 the processing is then continued in step S2 when a new working cycle of the cylinder ZI has started.
  • step S12 the first fuel mass MFFl is determined in such a way that the desired air / fuel ratio is set for the small valve lift, it is ensured that the pollutant emissions in the event of a switchover of the valve lift from the small valve lift LO that has not actually occurred high valve lift HI are minimized. If, on the other hand, an increased first fuel quantity MFF1 is determined in step S12, this has happened in the event that there is actually no switchover from the lower valve lift LO to the higher valve lift HI.
  • the embodiment of the program for controlling the internal combustion engine according to FIG. 4 differs from that according to FIG. 3 in that it is checked in a step S4 'whether a switchover of the valve lift VL from the high valve lift HI to the low valve lift LO has been requested. It is further checked in a step S16 'whether the actual valve lift VL has been switched from a high valve lift HI to a low valve lift LO.
  • the programs according to FIGS. 3 and 4 are preferably processed parallel to one another.
  • FIGS. 5 and 6 show an alternative embodiment of the program according to FIG. 3, wherein only the steps that differ from those according to FIG. 3 are also described.
  • Step S4 takes place in the event that a Change of the valve lift VL from the low valve lift LO to the high valve lift HI was requested, a step S26 in which the program remains for the waiting period T_W.
  • the waiting period T_W is selected in step S26 such that a subsequent step S28 is processed if it can be determined whether the valve lift VL has actually been switched from the low valve lift LO to the high valve lift.
  • the waiting period T_W of step S26 is selected such that step S28 is processed as early as possible.
  • step S28 It is then checked in step S28 whether the actual valve lift VL has changed from the small valve lift LO to the high valve lift HI.
  • the sum of the first and second fuel masses MFFl, MFF2 is determined in step S30 and metering of the sum of the first and second fuel masses MFFl, MFF2 is controlled.
  • both the first and the second fuel masses MFFl, MFF2 are only metered at a point in time when it is already certain whether the actual valve lift VL has changed from the small valve lift LO to the high valve lift HI.
  • the fuel mass required for the desired air / fuel ratio in the cylinder ZI can always be reliably measured.
  • the correction value IGN_C0R is then determined as a function of the sum of the first and second fuel masses MFFl, MFF2 and / or the crankshaft angle CRK_MFF1_2 of the metering of the fuel mass into the cylinder ZI.
  • the ignition angle IGN is then dependent on the correction value IGN COR, the speed N, the Desired torque TQ_REQ and possibly other sizes or alternatively determined from other sizes.
  • step S28 if the condition of step S28 is not fulfilled, i.e. If the actual valve lift VL has not changed from the small valve lift LO to the high valve lift HI, the first fuel mass MFFl is determined in a step S38.
  • the correction value IGN_COR of the ignition angle IGN is then determined in a step S40 as a function of the first fuel mass MFFl and / or the crankshaft angle CRK_MFF1 of the metering of the first fuel mass MFFl into the cylinder ZI.
  • the ignition angle IGN is then determined as a function of the correction value IGN_COR, the rotational speed N, the desired torque TQ_REQ and further variables or alternative variables, and the ignition is then controlled at the predetermined ignition angle IGN.
  • the metering of the first, second and third fuel masses MFFl, MFF2, MFF3 can in turn be divided into more than one actual injection.
  • Corresponding programs are also processed for the other cylinders Z2-Z4.

Landscapes

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

Abstract

L'invention concerne un procédé et un dispositif pour commander un moteur à combustion interne présentant une tubulure d'admission menant jusqu'à l'entrée d'un cylindre au niveau duquel est placée une soupape d'admission de gaz. Ce moteur présente en outre un dispositif de commande pour la soupape d'admission de gaz, au moyen duquel la levée de la soupape d'admission de gaz peut être réglée sur au moins deux valeurs. Ce moteur présente également une soupape d'injection, qui injecte le carburant de manière dosée, et une bougie au moyen de laquelle est commandé l'allumage du mélange air/carburant en fonction de l'angle de vilebrequin. Ce moteur à combustion interne est commandé de la manière suivante: le carburant est injecté de manière dosée au moins une fois pendant le temps d'admission, lorsque la levée de soupape (VL) doit passer d'un valeur à une autre; et au moins la dernière injection de manière dosée s'effectue uniquement si la levée de soupape (VL) est effectivement passée d'un valeur à une autre.
EP04819674A 2003-12-02 2004-11-10 Procede et dispositif pour commander un moteur a combustion interne Withdrawn EP1697624A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10356257A DE10356257B4 (de) 2003-12-02 2003-12-02 Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
PCT/EP2004/052906 WO2005054648A1 (fr) 2003-12-02 2004-11-10 Procede et dispositif pour commander un moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1697624A1 true EP1697624A1 (fr) 2006-09-06

Family

ID=34638260

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04819674A Withdrawn EP1697624A1 (fr) 2003-12-02 2004-11-10 Procede et dispositif pour commander un moteur a combustion interne

Country Status (4)

Country Link
US (1) US7398749B2 (fr)
EP (1) EP1697624A1 (fr)
DE (1) DE10356257B4 (fr)
WO (1) WO2005054648A1 (fr)

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DE102005047024B4 (de) * 2005-09-30 2009-04-30 Continental Automotive Gmbh Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine bei einer Ventilhubumschaltung
DE102006042969B4 (de) * 2006-09-13 2008-07-10 Siemens Ag Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
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US7881856B2 (en) * 2008-04-03 2011-02-01 Hitachi, Ltd. Apparatus for and method of controlling fuel injection of engine
DE102008024177B3 (de) * 2008-05-19 2009-09-03 Continental Automotive Gmbh Verfahren, Vorrichtung und System zur Diagnose eines NOx-Sensors für eine Brennkraftmaschine
DE102010027215B4 (de) 2010-07-15 2013-09-05 Continental Automotive Gmbh Verfahren und Steuergerät zum Steuern einer Brennkraftmaschine
DE102010027213A1 (de) 2010-07-15 2012-01-19 Continental Automotive Gmbh Verfahren und Steuergerät zum Steuern einer Brennkraftmaschine
DE102010027214B4 (de) 2010-07-15 2013-09-05 Continental Automotive Gmbh Verfahren und Steuergerät zum Steuern einer Brennkraftmaschine
GB2519601B (en) * 2013-10-28 2017-10-11 Jaguar Land Rover Ltd Torque Modulation for Internal Combustion Engine

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Also Published As

Publication number Publication date
DE10356257B4 (de) 2007-08-09
DE10356257A1 (de) 2005-07-07
US7398749B2 (en) 2008-07-15
US20060196479A1 (en) 2006-09-07
WO2005054648A1 (fr) 2005-06-16

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