Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
  • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
  • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
  • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
  • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
  • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
  • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
  • F02M45/08—Injectors peculiar thereto
  • F02M45/086—Having more than one injection-valve controlling discharge orifices
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
  • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
  • F02M61/042—The valves being provided with fuel passages
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
  • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
  • F02M61/161—Means for adjusting injection-valve lift
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
  • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
  • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
  • F02M61/1893—Details of valve member ends not covered by groups F02M61/1866 - F02M61/188
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
  • F02M63/0012—Valves
  • F02M63/0014—Valves characterised by the valve actuating means
  • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
  • F02M63/0012—Valves
  • F02M63/0014—Valves characterised by the valve actuating means
  • F02M63/0028—Valves characterised by the valve actuating means hydraulic
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
  • F02M63/0012—Valves
  • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
  • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
  • F02M63/0012—Valves
  • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
  • F02M63/0043—Two-way valves
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
  • F02M63/0012—Valves
  • F02M63/0059—Arrangements of valve actuators
  • F02M63/0061—Single actuator acting on two or more valve bodies
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2554/00—Input parameters relating to objects
  • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
  • B60W2554/404—Characteristics
  • B60W2554/4043—Lateral speed
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
  • F02M2200/28—Details of throttles in fuel-injection apparatus
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
  • F02M2200/46—Valves, e.g. injectors, with concentric valve bodies
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
  • F02M2547/001—Control chambers formed by movable sleeves
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
  • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable pressure

Definitions

• the invention relates to a device for injecting fuel into the combustion chamber of an internal combustion engine having an injector nozzle and a longitudinally displaceable in the injector nozzle nozzle for selectively enabling and blocking the fuel flow to injection ports, wherein the nozzle needle is at least partially surrounded by a nozzle vestibule.
• Such devices are frequently used for common rail systems for injecting diesel fuels into the combustion chamber of diesel engines and are usually designed such that the opening and closing of the injection cross sections takes place through a nozzle needle, which can be displaced longitudinally with a shaft a nozzle body is guided.
• the control of the movement of the nozzle needle is carried out via a solenoid valve.
• the nozzle needle is acted upon on both sides by the fuel pressure and by a pressure spring acting in the closing direction.
• a control chamber is provided, in which pressurized fuel, the nozzle needle in the closing direction and thus presses the nozzle needle on the needle seat and the valve seat.
• the control valve which may be designed, for example, as a solenoid valve, releases a leading away from the control chamber derivative, so that the fuel pressure in the control chamber decreases, after which the nozzle needle is lifted against the force of the spring from pending on the other side fuel pressure from its seat and in this way the passage of fuel to the injection ports releases.
• the opening speed of the nozzle needle is determined by the difference between the flow in the supply line to the control chamber and the flow in the discharge from the control chamber, whereby probably in the supply and in the derivative, a throttle is turned on, which determines the flow respectively.
• a high-pressure pump generates a constant pressure in the fuel accumulator (rail), the rail pressure being approximately constant during the injection process, so that the injected fuel quantity is proportional to the on-time of the valve in the injector and independent of the engine or engine The pump speed can be selected.
• the desired injection curve can be carried out by multiple energization of the magnet such that possibly a small pilot injection quantity, then the main injection quantity and optionally also a post-injection quantity, can be injected into the combustion chamber of the internal combustion engine.
• Al is to take an injector with a valve needle, wherein a flow cross section is variable as a function of the stroke of the nozzle needle.
• Coinmon rail injection systems are used inter alia for the injection of fuel with high viscosity, high proportion of abrasive solids and high temperature - so-called heavy oil - in the combustion chamber of an internal combustion engine.
• Heavy oil is used as an energy source, especially in engines with high cylinder power, but the injectors used there must be designed for high injection quantities.
• the present invention therefore aims to improve the aforementioned injection device in such a way and in particular to make it suitable for the use of heavy fuel oil and for use in large internal combustion engines, with a targeted influencing of the course of injection should be made possible.
• the device of the type mentioned is essentially characterized in that in the nozzle anteroom a feed cross section for the fuel flow is arranged to the injection openings determining actuator.
• the influencing of the fuel flow and thus of the course of injection is achieved not only by a multiple energization of the magnet of the control valve, but also by a separate actuator directly in the nozzle vestibule.
• the actuator according to the invention determines the inlet cross-section for the fuel flow to the injection openings, whereby the fuel flow can be controlled according to the desired course by suitable adjustment of the actuator.
• the inventive construction is further developed such that the actuator is guided longitudinally displaceable in the nozzle antechamber, and that the inlet cross section is variable in dependence on the stroke of the actuator.
• the actuator is in this case arranged in the manner of a valve in Düsenyorraum, wherein in a simple manner by actuation of the actuator in the longitudinal direction of the inlet cross sections can be controlled accordingly.
• Particularly advantageous in this case is an embodiment in which the actuator releases a constant inlet cross-section in its starting position, so that a minimum flow is already ensured without actuation of the actuator, which can be used, for example, for the pre-injection.
• the training is preferably made for this purpose such that the actuator has at least one bore with an effective in the initial position of the actuator inlet cross-section.
• the control of the inlet cross-section is preferably carried out such that the inlet cross-section is changed depending on the stroke of the nozzle needle.
• the training is preferably made such that means for adjusting the actuator are provided in response to the stroke of the nozzle needle.
• the coupling of the Düsennadelhubs with the stroke of the actuator can in this case for example be such that the nozzle needle has a stop which cooperates with a counter-stop of the actuator.
• the stop of the nozzle needle and the counter-stop of the actuator can be arranged in this case in the closed position of the nozzle needle at a distance from each other, so that the nozzle needle first takes the actuator in the opening direction by passing an empty path.
• the actuator when passing through a first partial stroke of the nozzle needle remains in the closed position and the nozzle needle cooperates only when passing through a further partial stroke with the actuator for changing the inlet cross-section.
• the actuator when passing through the first partial stroke thus only the independent of the stroke of the actuator minimum inlet cross-section of the actuator is released, whereby a first injection phase is created in which a small amount of fuel is injected at low pressure. Only in a second phase of the released by the actuator inlet cross section is increased and thus it can be injected with a higher pressure in the combustion chamber, a major amount of the fuel.
• a hydraulic actuation can also be carried out.
• the design is advantageously developed such that a control chamber controlling the opening and closing movement of the nozzle needle, a further control chamber communicating with the control chamber and an area of the actuator which can be acted upon by the fuel pressure prevailing in the further control chamber is provided.
• the control chamber can communicate with the further control chamber via a bore of the nozzle needle, as will be explained in more detail below in the description of the figures.
• the additional control chamber can in this case as an annular space between an annular shoulder the nozzle needle and a ring of the ' actuator is formed.
• the actuator can be arranged in the manner of a valve closing member in the nozzle vestibule, and it is here preferably provided that the actuator carries a conical seat and can be pressed against a seat surface of the injector nozzle by means of an energy store.
• the energy accumulator can be designed here as a helical compression spring, which is supported on a shoulder of the nozzle needle and on an annular surface of the actuator.
• the actuator is preferably formed by a sleeve surrounding the nozzle needle, whereby a particularly space-saving arrangement is ensured.
• FIG. 1 and 2 show the basic structure of an injector for a common-rail injection system of large diesel engines
• Fig. 3 shows a first embodiment of the injector according to the invention with a sleeve formed as an actuator
• Fig. 4 shows a modified embodiment of the actuator according to the invention.
• FIG. 1 and 2 show an injector 1 comprising an injector body 2, a valve body 3, an intermediate plate 4 and an injector nozzle 5, which are held together by a nozzle retaining nut 6.
• the injector nozzle 5 comprises a nozzle needle 7, which is longitudinally displaceably guided in the nozzle body of the injector nozzle 5 and has a plurality of free surfaces through which fuel can flow from the nozzle front chamber 8 to the needle tip.
• the fuel is injected via a plurality of injection openings 9 into the combustion chamber of the internal combustion engine.
• a compression spring 10 is supported, which presses with its upper end a control sleeve 11 against the underside of the intermediate plate 4.
• the control sleeve 11, the upper end face of the Düsenna- del 7 and the underside of the intermediate plate 4 define a control chamber 12.
• the pressure prevailing in the control chamber 12 pressure is decisive for the control of the movement of the nozzle needle.
• the fuel pressure on the one hand in the Düsen ⁇ vorraum 8 is effective where it exerts a force in the opening direction of the nozzle needle 7 via the pressure shoulder of the nozzle needle 7.
• it acts via the inlet channel 14 and the inlet throttle 15 in the control chamber 12 and, supported by the force of the compression spring 10, holds the nozzle needle 7 in its closed position.
• the magnet armature 17 together with the valve needle 18 connected to it is raised and the valve seat 19 is opened.
• the fuel from the control chamber 12 flows through the outlet throttle 20 and the open valve seat 19 in the unpressurized drain passage 21, which leads to the lowering of the hydraulic force on the upper end face of the nozzle needle 7 to open the nozzle needle 7.
• the fuel now passes through the injection openings 9 into the combustion chamber of the engine.
• high-pressure fuel simultaneously flows through the inlet throttle 15 into the control chamber 12 and, via the outlet throttle 20, discharges a slightly greater amount.
• the so-called control amount is depressurized discharged into the drain passage 21, so taken in addition to the injection amount from the rail.
• the opening speed of the nozzle needle 7 is determined by the flow difference between inlet and outlet throttle 15, 20.
• the armature 17 Upon completion of the actuation of the electromagnet 16, the armature 17 is pressed by the force of the compression spring 22 down and the valve needle 18 closes via the valve seat 19, the drainage path of the fuel through the outlet throttle 20.
• the inlet throttle 15 is in the control chamber 12 again the Fuel pressure built up and generates a closing force which exceeds the hydraulic force on the pressure shoulder of the nozzle needle 7, reduced by the force of the compression spring 10.
• the nozzle needle 7 closes the way to the injection openings 9 and terminates the injection process.
• the Injektoraus unit shown in Figs. 1 and 2 allows a course of injection being affected by multiple energizing the magnet such that optionally one overall rings pilot injection ", then the main injection amount, and possibly also a post-injection may be injected into the combustion chamber of the internal combustion engine.
• a first injector which allows a shaping of the injection curve by first a pre-injection amount at low flow rate and then the main injection amount is injected at high delivery rate into the combustion chamber of the engine and therefore for the operation of large injection quantities and especially suitable for heavy oil in common rail systems.
• a displaceably guided on the nozzle needle 7 actuator 23 is pressed by means of a supported on a shoulder of the nozzle needle 7 compression spring 24 against the seat cone in the lower region of the injector nozzle 5.
• the actuator is in this case formed as a sleeve 23.
• a stop formed as a driver ring 26 comes into contact with a counterstop designed as a shoulder on the sleeve 23 and subsequently raises the sleeve from the seat cone in the lower region of the injector nozzle 5.
• the fuel in the nozzle antechamber 8 is now released a large and unthrottled inlet cross-section to the injection openings 9, so that the main injection can take place with a high delivery rate.
• the sleeve 23 is displaced together with the nozzle needle 7 in the seat cone direction. It now comes first to placing the sleeve 23 on the seat in the un- .teren area of the injector 5 and after covering the Vorhubs 27 for closing the fuel path to the injection openings 9 by placing the nozzle needle 7 on their seat.
• the duration of a throttled injection during the closing process is due to the high speed of the nozzle needle 7 towards the end of the closing movement only very short.
• Fig. 4 shows a second injector, in which the lifting of the sleeve is not controlled mechanically as in Fig. 3, but hydraulically.
• a sleeve 23 is slidably guided over two guide diameters 28, 29 on the nozzle needle 7. Between the paragraphs on the nozzle needle 7 and sleeve 23 in this case a sleeve control chamber 30 is formed.
• the sleeve control chamber 30 is connected via the central bore 31 and the transverse bore 32 with the control chamber 12 above the nozzle needle 7 in connection.
• the sleeve 23 is pressed by the fuel pressure in the sleeve control chamber 30 to the seat cone in the lower region of the injector nozzle 5.
• valve seat 19 is opened by the armature 17 of the 2/2-way valve. This reduces the pressure in the control chamber 12 and the nozzle needle 7 lifts off from your seat.
• the fuel flows from the nozzle front chamber 8 through one or more throttles 25 in the sleeve 23 with pressure reduced by this throttling to the injection openings 9 in the tip region of the injector nozzle.
• the fuel pressure is rebuilt in the control chamber 12 and reaches after lifting the nozzle needle 7 from its stop on the underside of the intermediate plate 4 via the central bore 31 and the transverse bores 32.auch the sleeve control chamber 30.
• the sleeve 23 is thereby in the direction of nozzle tip shifted and reaches its closed position on the seat cone as well as shortly thereafter the nozzle needle 7.
• the injection process is completed.
• Injector embodiments is that the fuel paths for the main injection over large cross-sectional areas outside of the sleeves are passed. Therefore, these embodiments are also particularly suitable for large injection quantities, as required in the injectors for large internal combustion engines.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Fuel-Injection Apparatus (AREA)

Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

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• 2005
  • 2005-10-03 AT AT0161305A patent/AT501914B1/de not_active IP Right Cessation
• 2006
  • 2006-08-23 JP JP2008530269A patent/JP2009509079A/ja active Pending
  • 2006-08-23 EP EP06774749A patent/EP1931874A1/de not_active Withdrawn
  • 2006-08-23 US US12/083,076 patent/US20090114744A1/en not_active Abandoned
  • 2006-08-23 WO PCT/AT2006/000349 patent/WO2007038811A1/de active Application Filing

Non-Patent Citations (1)

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