EP1726809A1 - Brennkraftmaschine mit mehreren Zylinderdrucksensoren pro Zylinder - Google Patents

Brennkraftmaschine mit mehreren Zylinderdrucksensoren pro Zylinder Download PDF

Info

Publication number
EP1726809A1
EP1726809A1 EP06114164A EP06114164A EP1726809A1 EP 1726809 A1 EP1726809 A1 EP 1726809A1 EP 06114164 A EP06114164 A EP 06114164A EP 06114164 A EP06114164 A EP 06114164A EP 1726809 A1 EP1726809 A1 EP 1726809A1
Authority
EP
European Patent Office
Prior art keywords
pressure
distribution
result
ecu
distribution result
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.)
Granted
Application number
EP06114164A
Other languages
English (en)
French (fr)
Other versions
EP1726809B1 (de
Inventor
Ryo Suenaga
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.)
Denso Corp
Original Assignee
Denso Corp
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 Denso Corp filed Critical Denso Corp
Publication of EP1726809A1 publication Critical patent/EP1726809A1/de
Application granted granted Critical
Publication of EP1726809B1 publication Critical patent/EP1726809B1/de
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter

Definitions

  • the present invention relates to a fuel injection system and, more particularly, relates to a fuel injection system that more accurately detects pressure based on pressure values from a plurality of pressure sensors.
  • Fuel injection systems with fuel rails i.e., “common rail type fuel injection systems” or “rail-type fuel injection systems" are known. In these systems, pressurized fuel accumulates within the fuel rail, and the fuel is supplied to an engine via a fuel injection valve.
  • a pressure sensor is included in this type of fuel injection system.
  • the pressure sensor is used to detect a pressure value within the fuel rail, and feedback control of a fuel pump occurs to bring the fuel pressure in the fuel rail up to a target pressure. More specifically, the fuel injection system controls the amount of fuel pumped to the fuel rail according to the difference between the detected pressure value and the target fuel pressures.
  • the pressure sensor exhibits a certain amount of error when detecting fuel pressure (i.e., the detected fuel pressure values have characteristic dispersion).
  • the dispersion can detrimentally affect the performance of the engine.
  • Japanese Patent Application A-2003-161225 discloses a rail-type fuel injection system that includes a plurality of fuel pressure sensors.
  • the fuel pressure can be more accurately detected.
  • the fuel pressure sensors each individually detect a fuel pressure value, and these values are averaged in order to more accurately detect the fuel pressure within the system.
  • dispersion of the detected fuel pressure values may detrimentally affect the fuel injection performance.
  • the dispersion may cause the detected fuel pressure value to be skewed negatively, such that the detected fuel pressure is too low.
  • the fuel injection system may supply too much fuel to the fuel rail and damage the system.
  • the dispersion may cause the detected fuel pressure value to be skewed positively, such that the detected fuel pressure is too high.
  • the fuel injection system may supply too little fuel to the fuel rail (e.g., when the engine is started, etc.).
  • a method of detecting pressure within a chamber of an engine includes detecting a plurality of pressure values of the chamber with a plurality of pressure sensors. The method also includes generating a distribution of characteristic dispersion of a sensor simplex based on the plurality of pressure values detected by the plurality of pressure sensors. In addition, the method includes processing the distribution of characteristic dispersion to generate a distribution result that is within the distribution of characteristic dispersion. Also, the method includes obtaining a pressure result based on the distribution result.
  • a fuel injection system for an engine with a chamber.
  • the fuel injection system includes a plurality of pressure sensors for detecting a plurality of pressure values within the chamber.
  • the fuel injection system also includes an ECU that receives the plurality of pressure values detected by the plurality of pressure sensors.
  • the ECU generates a distribution of characteristic dispersion of a sensor simplex based on the plurality of pressure values detected by the plurality of pressure sensors.
  • the ECU processes the distribution of characteristic dispersion to generate a distribution result that is within the distribution of characteristic dispersion.
  • the ECU obtains a pressure result based on the distribution result.
  • Fig. 1 schematically illustrates one embodiment of a rail-type fuel injection system 5 for an engine 10.
  • engine 10 is a diesel engine 10; however, it will be appreciated that the engine 10 could be of any suitable type.
  • the fuel injection system 5 includes a plurality of fuel injectors 11, such as electromagnetic-type fuel injectors 11. Each injector 11 is in communication with a cylinder of the engine 10, and supplies fuel thereto. The injectors 11 are also in communication with a chamber, such as a fuel rail 12 (i.e., an accumulating pressure pipe, etc.).
  • a fuel rail 12 i.e., an accumulating pressure pipe, etc.
  • a pump 13 is in communication with the fuel rail 12. Fuel is accumulated in the fuel rail 12 in accordance with the operation of the high pressure pump 13.
  • the pump 13 includes a suction metering valve 13 (SCV), such as an electromagnetic valve. Fuel is pumped from a fuel tank 15 by a feed pump 14 and moves into the pump 13 through the suction metering valve 13a.
  • SCV suction metering valve 13
  • the target fuel pressure within the fuel rail 12 is about 180 MPa, and the resisting pressure of the fuel rail 12 is about 200 MPa.
  • the fuel injection system 5 also includes a plurality of pressure sensors 16, 17. It will be appreciated that the fuel injection system 5 could include any number of pressure sensors 16, 17.
  • the pressure sensors 16, 17 are each able to individually detect the fuel pressure (i.e., the pressure value) within the fuel rail 12. The pressure sensors 16, 17 then generate signals correlating to the detected pressure values.
  • the fuel injection system 5 includes a relief valve (not shown).
  • the relief valve can be of any suitable type, such as an electromagnetic valve or a mechanical valve. When the detected fuel pressure value is too high, the relief valve is opened to thereby reduce the pressure within the fuel rail 12.
  • the fuel injection system 5 further includes an ECU 20.
  • the ECU 20 is an electronic control unit having a known microcomputer with a CPU, ROM, RAM, EEPROM, etc.
  • the ECU 20 is in communication with the pressure sensors 16, 17, and the ECU 20 receives the signals generated by the pressure sensors 16, 17. Then, by processing the signals in a manner to be described in greater detail below, the ECU 20 generates a "pressure result," which accurately correlates to the actual pressure within the fuel rail 12.
  • the ECU 20 also receives other signals from various sensors (not shown) in the engine 10, such as a rotating speed sensor, an acceleration aperture sensor, etc., to detect an operating condition of the engine 10.
  • the ECU 20 also determines an appropriate target pressure value of the fuel rail 12 based on the particular operating condition of the engine 10. Then, ECU 20 feedback-controls the pump 13 to change the pressure within the fuel rail 12 such that the "pressure result" detected within the fuel rail 12 approximately equals the target pressure of the fuel rail 12.
  • the fuel injection from the injectors 11 to the respective combustion chambers is controlled.
  • the pressure values detected by the pressure sensors 16, 17 are averaged.
  • Each of the pressure sensors 16, 17 has characteristic dispersion such that the pressure values are dispersed by this characteristic dispersion.
  • the dispersion of this common rail pressure can be statistically set to, for example, 1/ ⁇ 2 by averaging the two sensor detecting values.
  • the averaging processing is performed (i.e., the distribution of characteristic dispersion is generated and the districution result is generated) based on the detecting signal of each sensor 16, 17, and the characteristic dispersion statistically becomes ⁇ / ⁇ n. Accordingly, the dispersion amount is reduced, and the fuel injection system 5 is able to reduce detecting error.
  • FIG. 5 an example of the distribution of the characteristic dispersion in the sensor simplex is provided and labeled as the line P1.
  • the distribution result generated by processing the distribution of characteristic dispersion is shown by a dotted line labeled P2. Accordingly, as represented in Fig. 5, the detecting accuracy of the fuel injection system 5 is improved over that of the prior art.
  • the distribution result is offset.
  • the distribution result is offset positively such that an upper limit of the distribution result is approximately equal to an upper limit of the distribution of characteristic dispersion. As such, it is unlikely that the calculated pressure result will be lower than the actual fuel pressure. Thus, it is unlikely that the fuel system will be overpressurized.
  • the distribution result is offset negatively in the same manner.
  • the distribution result is offset negatively such that a lower limit of the distribution result is approximately equal to the lower limit of the distribution of characteristic dispersion.
  • the distribution result can be offset negatively at engine start or at another suitable time. Accordingly, the rise in pressure of the fuel rail 12 will be hastened by offsetting the distribution result negatively, thereby improving fuel injection at the engine starting time or other suitable time.
  • FIG. 2 another embodiment is illustrated having a dispersion of ⁇ 5 MPa as simplex characteristics.
  • the solid line A in Fig. 2 shows the characteristic dispersion of the sensor simplex.
  • the characteristic dispersion of the sensor simplex is distributed within the range of ⁇ 5 Mpa.
  • the upper limit value is 5 MPa
  • the lower limit value is -5 MPa.
  • the dispersion after the averaging processing statistically becomes: ⁇ 5 / 3 ⁇ ⁇ 2.8868 MPa
  • the dispersion amount can be reduced 40 percent or more. It will be appreciated that as the number of sensors is increased, the dispersion amount can be reduced, but its effect appears by a square root. Therefore, it is considered that a reducible ratio is gradually reduced.
  • the ECU 20 may excessively raise the fuel pressure. This could negatively impact the operation of the engine 10 and/or cause damage to the fuel injection system 5.
  • the distribution result is offset positively.
  • the fuel injection system 5 includes two pressure sensors 16, 17 having the dispersion of ⁇ 5 MPa as simplex characteristics.
  • the characteristic dispersion of the sensor simplex is shown by a solid line labeled A', and the distribution result is shown by a dotted line labeled B'.
  • the distribution result is offset positively as shown by a two-dotted chain line labeled B".
  • the offset amount is "A1 - B1" at a maximum.
  • the lower limit is shifted from point B2 to point X.
  • the upper limit value of the distribution result is approximately equal to the upper limit value of distribution of the characteristic dispersion.
  • the maximum pressure usable in the system is be raised by the difference between point A2 and point X (e.g., 5 - 2.071 ⁇ 2.9 MPa).
  • the maximum pressure of the fuel rail 12 is controlled by the distribution result on the negative side due to feedback control.
  • a limit i.e., a limit with respect to the resisting pressure
  • the limit of the fuel rail pressure is relaxed by changing the lower limit value of the distribution result as mentioned above (namely, by the changing B2 ⁇ X in Fig. 3) so that the maximum pressure is raised.
  • the upper limit value of the distribution result on the positive side is not changed. Therefore, the system is more reliable. If the same margin degree is set, the usable pressure can be increased.
  • Fig. 4 is a flow chart showing the method of operating the fuel injection system 5.
  • the ECU 20 repeatedly executes this method of operation in a predetermined angle period (or time period).
  • the method begins in step S101, in which the ECU 20 receives the plurality of pressure values (e.g., A/D values) detected by the pressure sensors 16, 17. Then, in step S102, the ECU 20 generates and processes the distribution of characteristic dispersion to thereby generate the distribution result as described above.
  • the plurality of pressure values e.g., A/D values
  • the distribution result is offset either positively or negatively as described above.
  • the offset amount is " ⁇ - ⁇ / ⁇ N" when the tolerance of one side of the simplex dispersion is ⁇ and the number of used common rail pressure sensors is N.
  • ⁇ is equal to 5 MPa and N is equal to 2
  • the distribution result is offset by this amount, and the pressure result obtained is based on the offset distribution result.
  • a target pressure of the fuel rail 12 is determined according to the current operating condition of the engine.
  • the ECU 20 references one or more look-up tables to thereby determine the target pressure of the fuel rail 12.
  • the ECU 20 feedback controls the fuel pump 13 such that the pressure result approximately equals the target pressure.
  • the accuracy of the fuel injection amount of the injector 11 can be improved due to the improved pressure detecting accuracy of the fuel injection system 5. Furthermore, the maximum pressure of the fuel rail 12 can be increased without reducing the operating life of the fuel injection system 5.
  • an allowance level of the characteristic dispersion can be relaxed as the sensor simplex by improving the detecting accuracy of the common rail pressure by averaging the plurality of pressure values detected by the pressure sensors 16, 17. Therefore, a reduction in yield of the common rail pressure sensor can be restrained.
  • the distribution result can be offset such that the upper limit value of the distribution result is approximately equal to an upper limit of the distribution of characteristic dispersion.
  • the distribution result could be offset such that the upper limit values are not equal.
  • the distribution result is offset such that the upper limit value of the distribution result is less than the upper limit of the distribution of characteristic dispersion. In such a case, the detecting accuracy of the fuel injection system 5 can be improved and the maximum pressure of the fuel rail 12 can be increased.
  • the detected pressure values obtained from the pressure sensors 16, 17 may exceed the actual pressure of the fuel rail 12, and the fuel pressure may not be raised quickly enough.
  • the distribution result can be offset negatively at engine start or at another suitable time. Accordingly, the rise in pressure of the fuel rail 12 will be hastened by offsetting the distribution result negatively, thereby improving fuel injection at the engine starting time or other suitable time.
  • a fuel injection system (5) for an engine (10) with a chamber (12) is disclosed.
  • the fuel injection system (5) includes a plurality of pressure sensors (11) for detecting a plurality of pressure values within the chamber (12).
  • the fuel injection system (5) also includes an ECU (20) that receives the plurality of pressure values detected by the plurality of pressure sensors (11).
  • the ECU (20) generates a distribution of characteristic dispersion of a sensor simplex based on the plurality of pressure values detected by the plurality of pressure sensors (11).
  • the ECU (20) processes the distribution of characteristic dispersion to generate a distribution result that is within the distribution of characteristic dispersion.
  • the ECU (20) obtains a pressure result based on the distribution result.

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)
  • Measuring Fluid Pressure (AREA)
EP20060114164 2005-05-19 2006-05-18 Brennkraftmaschine mit mehreren Zylinderdrucksensoren pro Zylinder Expired - Fee Related EP1726809B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2005147042A JP4148238B2 (ja) 2005-05-19 2005-05-19 コモンレール式燃料噴射システム

Publications (2)

Publication Number Publication Date
EP1726809A1 true EP1726809A1 (de) 2006-11-29
EP1726809B1 EP1726809B1 (de) 2010-05-26

Family

ID=36872118

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20060114164 Expired - Fee Related EP1726809B1 (de) 2005-05-19 2006-05-18 Brennkraftmaschine mit mehreren Zylinderdrucksensoren pro Zylinder

Country Status (3)

Country Link
EP (1) EP1726809B1 (de)
JP (1) JP4148238B2 (de)
DE (1) DE602006014468D1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8573185B2 (en) 2009-12-16 2013-11-05 Hitachi, Ltd Diagnostic device for internal-combustion engine
WO2014166690A1 (de) * 2013-04-11 2014-10-16 Robert Bosch Gmbh Verfahren zum betreiben eines common-rail-systems eines kraftfahrzeugs mit einem redundanten raildrucksensor

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100860342B1 (ko) 2007-07-23 2008-09-26 델파이코리아 주식회사 커먼레일 디젤엔진의 연료분사 제어장치 및 방법

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020170345A1 (en) * 2000-05-04 2002-11-21 Manfred Pfitz Scanning method for pressure sensors used in the pressure-based detection of filling levels
JP2003161225A (ja) 2001-11-29 2003-06-06 Denso Corp コモンレール式燃料噴射システム
WO2003071167A2 (en) * 2002-02-15 2003-08-28 Dana Corporation Multiple-layer cylinder head gasket with integral pressure sensor apparatus for measuring pressures within engine cylinders

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020170345A1 (en) * 2000-05-04 2002-11-21 Manfred Pfitz Scanning method for pressure sensors used in the pressure-based detection of filling levels
JP2003161225A (ja) 2001-11-29 2003-06-06 Denso Corp コモンレール式燃料噴射システム
WO2003071167A2 (en) * 2002-02-15 2003-08-28 Dana Corporation Multiple-layer cylinder head gasket with integral pressure sensor apparatus for measuring pressures within engine cylinders

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 2003, no. 10 8 October 2003 (2003-10-08) *

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8573185B2 (en) 2009-12-16 2013-11-05 Hitachi, Ltd Diagnostic device for internal-combustion engine
WO2014166690A1 (de) * 2013-04-11 2014-10-16 Robert Bosch Gmbh Verfahren zum betreiben eines common-rail-systems eines kraftfahrzeugs mit einem redundanten raildrucksensor
CN105074183A (zh) * 2013-04-11 2015-11-18 罗伯特·博世有限公司 用于运行机动车的、具有冗余的轨压传感器的共轨系统的方法
US9863358B2 (en) 2013-04-11 2018-01-09 Robert Bosch Gmbh Method for operating a common-rail system of a motor vehicle having a redundant common-rail-pressure sensor
CN105074183B (zh) * 2013-04-11 2018-08-21 罗伯特·博世有限公司 用于运行机动车的、具有冗余的轨压传感器的共轨系统的方法

Also Published As

Publication number Publication date
DE602006014468D1 (de) 2010-07-08
JP4148238B2 (ja) 2008-09-10
JP2006322402A (ja) 2006-11-30
EP1726809B1 (de) 2010-05-26

Similar Documents

Publication Publication Date Title
JP4659648B2 (ja) 燃料供給系の異常判定装置
US7025050B2 (en) Fuel pressure control device for internal combination engine
JP4407608B2 (ja) 蓄圧式噴射装置の異常判定装置
JP4089600B2 (ja) 内燃機関の噴射量制御装置
US8538663B2 (en) Method for adapting the performance of a fuel prefeed pump of a motor vehicle
EP2975244B1 (de) Kraftstoffeinspritzsystem für Verbrennungsmotor und Steuerungsverfahren für Verbrennungsmotor
US20160186741A1 (en) Control device for high-pressure pump
US9617947B2 (en) Fuel injection control device
US7171944B1 (en) High-pressure fuel pump control device for internal combustion
US9567937B2 (en) Method and device for operating a fuel injection device, especially of a motor vehicle
US10233860B2 (en) Method for starting an internal combustion engine
CN102762843A (zh) 用于控制和调节v形布置的内燃机的方法
JP2006291755A (ja) 燃料噴射制御装置
EP1832736A2 (de) Zielbrennstoffdruckeinstellung
US20100211291A1 (en) Abnormality detection device
EP1726809B1 (de) Brennkraftmaschine mit mehreren Zylinderdrucksensoren pro Zylinder
JP2012021514A (ja) 燃料噴射制御装置
CN110617153A (zh) 燃料供应系统
US9638377B2 (en) Method for determining a value of a current
JP2007100626A (ja) 燃料噴射システムの制御装置
JP4492513B2 (ja) 蓄圧式燃料噴射装置
JP5959060B2 (ja) 圧力制限弁開弁検知方法及びコモンレール式燃料噴射制御装置
JP2010255544A (ja) 燃料噴射装置
JP5895822B2 (ja) 流量調整弁の吐出量補正装置
JP2010059823A (ja) 燃料噴射制御装置

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 IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK YU

17P Request for examination filed

Effective date: 20061120

17Q First examination report despatched

Effective date: 20070112

AKX Designation fees paid

Designated state(s): DE FR GB

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

REF Corresponds to:

Ref document number: 602006014468

Country of ref document: DE

Date of ref document: 20100708

Kind code of ref document: P

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: 20110301

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602006014468

Country of ref document: DE

Effective date: 20110228

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 10

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 11

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

Ref country code: DE

Payment date: 20160520

Year of fee payment: 11

Ref country code: GB

Payment date: 20160520

Year of fee payment: 11

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

Ref country code: FR

Payment date: 20160520

Year of fee payment: 11

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602006014468

Country of ref document: DE

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

Effective date: 20170518

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20180131

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: 20170518

Ref country code: DE

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

Effective date: 20171201

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: 20170531