EP2059671B1 - Injecteur pour des moteurs à combustion interne - Google Patents

Injecteur pour des moteurs à combustion interne Download PDF

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Publication number
EP2059671B1
EP2059671B1 EP07787434A EP07787434A EP2059671B1 EP 2059671 B1 EP2059671 B1 EP 2059671B1 EP 07787434 A EP07787434 A EP 07787434A EP 07787434 A EP07787434 A EP 07787434A EP 2059671 B1 EP2059671 B1 EP 2059671B1
Authority
EP
European Patent Office
Prior art keywords
control valve
injector
chamber
pressure
inflow pipe
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.)
Ceased
Application number
EP07787434A
Other languages
German (de)
English (en)
Other versions
EP2059671A1 (fr
Inventor
François Rossignol
Friedrich Howey
Olivier Charvet
Tony Dumont
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 EP2059671A1 publication Critical patent/EP2059671A1/fr
Application granted granted Critical
Publication of EP2059671B1 publication Critical patent/EP2059671B1/fr
Ceased legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/001—Control chambers formed by movable sleeves

Definitions

  • the invention relates to an injector for injecting fuel under high pressure directly into the combustion chamber of self-igniting internal combustion engines ( EP-A-1 612 403 ).
  • the control valve In order to achieve the shortest possible switching times, that is, in order to move the nozzle needle that releases or closes the actual injection ports as quickly as possible, the control valve is often placed near injectors in the nozzle needle, so that the hydraulic connections are correspondingly short.
  • the high-pressure channel via which the compressed fuel from the rail is directed to the injection openings, must consequently be guided past the control valve, which, with respect to the substantially cylindrical shape of the injector, causes an eccentricity of the high-pressure line and thus requires corresponding structural measures. Since there is a very high pressure in the inlet channel, which depending on the injection system may be 1500 to 2000 bar (150-200 MPa), the wall thickness must not fall below certain values. This places narrow limits on the further streamlining of the injectors.
  • the central supply of fuel in an injection valve is for example from the published patent application DE 199 59 304 A1 known.
  • the fuel injection valve shown here is used with a so-called distributor pump. These distributor pumps do not provide a constant injection pressure, but produce for each injection a separate fuel surge, which is fed to the individual injector and then opens the nozzle needle against the force of a closing spring. That in the DE 199 59 304 A1 shown fuel injection valve has a central fuel inlet, which has substantially the shape of a tube and on the brennraum workedem end of the nozzle needle is guided. Due to the central guidance of the fuel injection valve can be made slim and takes in the cylinder head of the engine accordingly little space away.
  • a similar construction is from the published patent application DE 32 29 828 A1 known. Again, it is a fuel injector that is used with a distributor pump. In contrast to the above, known from the prior art, fuel injection valve here moves the nozzle needle in synchronism with the tubular body through which the compressed fuel is introduced. The supply of the fuel via a slide seal, which is ensured at the end remote from the combustion chamber between the inlet pipe and a specially fitted body.
  • the known fuel injection valves are not applicable to common rail systems, since they do not have a control valve with which the closing force can be regulated to the nozzle needle.
  • the known injectors which are used in common rail systems further slimming can be achieved only with great difficulty, since the material in which the inlet channels, which pass the fuel on the control valve, are formed, an even higher load usually can not withstand without causing damage to the injector.
  • the injector according to the invention has the advantage that it can be made very slim and thus requires little space and thereby has the full functionality of a common rail injector.
  • a high-pressure inlet pipe is arranged in the injector, the compressed fuel fed to the control chamber, wherein the control valve member is mounted slidably on the high-pressure inlet pipe.
  • the control valve member can be a very compact control valve construct, the fuel is passed through quasi through the control valve, which allows a very slim and thus compact design of the injector.
  • there are cost advantages of the fact that the holding body to which the injection nozzle is attached, is no longer exposed to the fuel pressure and therefore can be made of a cheaper material; Under certain circumstances, even a production of a low-cost plastic is possible.
  • the high-pressure inlet pipe runs centrally in the injector body, so that it is arranged substantially in alignment with the nozzle needle.
  • This arrangement has a high symmetry, which allows the use of many rotationally symmetrical components and makes the production correspondingly low.
  • the high-pressure inlet pipe opens at its outlet end into a distributor space formed in the injector body, from which the inlet throttle, which supplies the control chamber with high fuel pressure, and an inlet channel branch off, wherein the inlet channel supplies the injection openings with fuel.
  • the distribution space offers great freedom in arranging the fuel channels within the injector so that it can be more easily adapted to different requirements.
  • control valve member is formed substantially sleeve-shaped and surrounds the high-pressure inlet pipe.
  • control valve member preferably cooperates with a valve seat, which surrounds the high-pressure inlet pipe, so that an annular space which also surrounds the high-pressure inlet pipe can be connected by the movement of the control valve member with a leakage oil space in the injector.
  • the actuator that moves the control valve member is an electromagnet, which can also be arranged around the high-pressure inlet pipe, so that there is also a high degree of symmetry.
  • FIG. 1 a first embodiment of the injector according to the invention is shown in longitudinal section.
  • the injector has an injector body 1 which comprises a holding body 2, a throttle body 4 and a nozzle body 5.
  • the nozzle body 5 is clamped with the interposition of the throttle plate 4 by means of a clamping nut 7 against the holding body 2, so that all parts of the injector body 1 are pressed firmly against each other and are stationary to each other.
  • a bore 9 is formed, which is bounded on the combustion chamber side by a conical valve seat 13. From the valve seat 13 go from several injection ports 12, through which the fuel can be injected into a combustion chamber of an internal combustion engine.
  • a piston-shaped nozzle needle 10 is arranged longitudinally displaceable, which is guided in a central portion in the bore 9.
  • a pressure chamber 11 is formed through which fuel, which is supplied compressed to high pressure, can flow in the direction of the injection openings 12. If the nozzle needle 10 in contact with the valve seat 13, the injection openings 12 are closed and an injection does not take place. If an injection takes place, then the nozzle needle 10 lifts off from the valve seat 13 and releases the injection openings 12.
  • a sleeve 15 and the throttle body 4 is used.
  • the sleeve 15 is in this case guided on the nozzle needle 10, wherein between the sleeve 15 and a support ring 17 which rests on a shoulder of the nozzle needle 10, a closing spring 14 is arranged under pressure bias.
  • the closing spring 14 on the one hand, the sleeve 15 is pressed against the throttle body 4, and on the other hand, the nozzle needle 10 experiences a force in the direction of the valve seat 13, so that the nozzle needle 10 is pressed in the absence of further forces on the valve seat 13 and the injection ports 12 closes.
  • high-pressure inlet pipe 25 For supplying fuel which has been compressed by a pump to high pressure, is used in the holding body 2 and the throttle body 4 arranged high-pressure inlet pipe 25.
  • the nozzle-side end of the high-pressure inlet pipe 25 is in this case sealingly guided in a bore 21 which is formed in the throttle body 4.
  • a distributor space 23 is formed, from which on the one hand an inlet throttle 22 leads into the control chamber 16 and on the other hand an inlet channel 20 into the pressure chamber 11.
  • an outlet throttle 24 is also formed, which connects the control chamber 16 with an annular space 27 which is formed in the throttle body 4 and which surrounds the high-pressure inlet pipe 25.
  • the annular space 27 extends into a leakage oil chamber 32, which limits the nozzle-facing part of the throttle body 4 and continues in the holding body 2.
  • In the leakage oil chamber 32 is always a low fuel pressure available via a corresponding connection with a leak oil connection, which corresponds substantially to ambient pressure. Since the high-pressure inlet pipe 25 is sealingly guided in the bore 21, different pressures in the distributor space 23 and in the annular space 27 are possible.
  • the connection between the annular space 27 and the leakage oil space 32 is controlled by a control valve 8, which comprises a control valve member 30.
  • the control valve member 30 cooperates with a control valve seat 29 which is formed in the throttle body 4.
  • the control valve member 30 has the shape of a magnet armature and is the throttle body 4 facing away in a sleeve extension 130 over.
  • the sleeve extension 130 is in this case sealingly guided on the high pressure inlet pipe 25, so that the control valve member 30 is slidable on the high-pressure inlet pipe 25 and a sufficient seal between the annular space 27 and the leakage oil chamber 32 is ensured.
  • control valve member 30 The movement of the control valve member 30 is effected on the one hand by a spring 37 which is arranged under pressure bias in the holding body 2 and which is supported on the nozzle facing away from the end of the sleeve extension 130 and so the control valve member 30 presses against the control valve seat 29.
  • the control valve member 30 can be moved by an actuator 33, which is designed here as an electromagnet 33 and which is arranged in the holding body 2.
  • the electromagnet 33 is thereby pressed by a spring element 35, which is arranged in the holding body 2, in the direction of the throttle body 4, so that the electromagnet 33 is fixed in the stationary holding body 2.
  • the mode of operation of the injector is as follows: Via the high-pressure inlet pipe 25, fuel which has been compressed to high pressure is conducted into the distributor chamber 23. From there, the pressure continues via the inlet throttle 22 in the control chamber 16, which there causes the same fuel pressure as in the distribution chamber 23. About the inlet channel 20, the pressure continues in the pressure chamber 11, so that there is injection pressure.
  • the control valve member 30 is pressed by the spring 37 against the control valve seat 29 and closes the annular space 27 against the leakage oil chamber 32, wherein the same fuel pressure prevails in the annular space 27 through the outlet throttle 24 as in the control chamber 16.
  • the electromagnet 33 is not energized at the beginning of the injection. If an injection is to take place, a corresponding current is passed through the electromagnet 33 so that it builds up a magnetic field and attracts the control valve member 30. As a result, the control valve member 30 is lifted from the control valve seat 29 and connects the annular space 27 with the leakage oil chamber 32. Via the outlet throttle 24, the fuel located in the control chamber 16 relaxes, so that the hydraulic force on the valve seat 13 facing away from end face of the nozzle needle 10 is reduced. In this case, the outlet throttle 24 is dimensioned so that more fuel flows through them than flows via the inlet throttle 22.
  • FIG. 2 also shows in longitudinal section another injector according to the invention. This differs from the injector FIG. 1 by the alternative embodiment of the throttle body 4. Instead of the throttle body 4, a first throttle body 104 and a second throttle body 204 are provided in this embodiment.
  • the first throttle body 104 the high-pressure inlet pipe 25 receiving bore 21 is formed, the high-pressure inlet pipe 25 does not open here in a distributor chamber 23, but in a recess 39, which assumes the same function and from which the inlet throttle 22 and the inlet channel 20 go out.
  • the outlet throttle 24 ' is formed both in the first throttle body 104 and in the second throttle body 204, so that the annular space 27, which is formed in the first throttle body 104, is still connected to the control chamber 16.
  • This arrangement of the inlet and outlet throttles and the recess 39 makes it possible to produce them with less effort and thus lower costs, since in particular the recess 39 is formed directly on the end face of the second throttle body 204.
  • FIG. 3 shows a further embodiment of an injector according to the invention.
  • the arrangement of the bore 21 in the throttle body 4 of the inlet throttle 22 and the inlet channel 20 corresponds to the arrangement as in the FIG. 1 shown embodiment.
  • the outlet throttle 24 has a different orientation here. Instead of a bent course, as in FIG. 1
  • the outlet throttle 24 "is designed here as a straight bore, in order to bring the fuel from the control chamber 16 to the outlet throttle 24", a recess 39 'is formed on the end face of the throttle body 4' facing the nozzle body 5. In this recess 39 ' also opens the inlet throttle 22, which emanates from the distributor space 23.
  • This straight training of the outlet throttle 24 "can be easier and thus produce cheaper.
  • FIG. 3 Another difference to the injector after FIG. 1 is the formation of the nozzle body 5, the in FIG. 3 in the area of the control room 16 different from the embodiment according to FIG. 1 is trained.
  • the control chamber 16 is limited here by the wall of the bore 9, wherein in the control chamber 16, a closing spring 14 'is disposed between the throttle body 4 and the valve seat facing away from the end face of the nozzle needle 10 under pressure bias.
  • the nozzle needle 10 is with her Valve seat facing away end portion in the bore 9 sealingly guided, so that a hydraulic separation of the pressure chamber 11 and the control chamber 16 is achieved.
  • the other function of the nozzle needle 10 is identical to the embodiment according to FIG. 1 ,
  • FIG. 4 shows again in an overall view of the injector FIG. 3 ,
  • the high-pressure inlet pipe 25 has at its inlet-side end an extension into which a fuel filter 44 is inserted.
  • the fuel filter 44 serves to filter out particles present in the fuel in order to prevent damage in the area of the nozzle needle 10 or of the control valve 8.
  • a high pressure port 42 is provided on the injector, which is connected by means of a clamping screw 45 with the injector body 1.
  • the holding body 2 is formed in this embodiment as a sleeve which is much simpler constructed than the known from the prior art holding body.
  • the electromagnet is here in the power flow of the clamping nut 7, so is fixed by the tension of the holder body 2 and nozzle body 5 in the injector, without further devices for fixing the electromagnet are necessary.
  • the leakage oil space 32 surrounding the high-pressure inlet pipe 25 may be restricted in volume.
  • an insert body 46 is introduced into the holding body 2, which consists for example of plastic and in which a leakage oil drain 40 is formed.
  • the discharged via the drainage oil drain 40 fuel is supplied via a drain connection 43, a return system, so that the fuel is ultimately returned to the fuel tank of the vehicle.
  • control valve member 30 The movement of the control valve member 30 is effected by the electromagnet 33, as already stated above. Since no resulting hydraulic force is exerted on the control valve member 30 by the pressure in the annular space 27, this is force-balanced so that even a relatively small magnetic force is sufficient to move the control valve member 30. Therefore, the spring 37 needs only a small force to ensure the functionality of the control valve and can be made correspondingly small.
  • a piezoelectric actuator is used to exert a moving force on the control valve member 30.
  • the control valve member 30 is pressure balanced, which allows the use of a small piezoelectric actuator, since no large forces are needed.
  • the stroke of the piezoelectric actuator may also be low, since the cross-section opened between the control valve member 30 and the control valve seat 29 is sufficiently large even with a very small stroke of the control valve member 30.

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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)

Claims (8)

  1. Injecteur pour l'injection de carburant haute pression dans une chambre de combustion d'un moteur à combustion interne comprenant un corps d'injecteur (1), dans lequel est disposée une aiguille de buse (10) déplaçable longitudinalement, qui par son déplacement longitudinal commande l'ouverture d'au moins une ouverture d'injection (12) et coopère ainsi avec un siège de soupape (13), et comprenant un espace de commande (16), qui peut être rempli de carburant à haute pression, une force de fermeture étant exercée dans la direction du siège de soupape (13) sur l'aiguille de buse (10) sous l'effet de la pression de carburant dans l'espace de commande (16), au moins de manière indirecte, et comprenant une soupape de commande (8), par le biais de laquelle l'espace de commande (16) peut être connecté à un espace d'huile de fuite (32), de sorte que l'espace de commande (16) puisse être déchargé en pression, la soupape de commande (8) présentant un organe de soupape de commande (30) qui peut être déplacé par un actionneur (33), caractérisé en ce qu'un tube d'alimentation en haute pression (25) est disposé dans le corps d'injecteur (1), lequel guide du carburant comprimé vers l'espace de commande (16), l'organe de soupape de commande (30) étant monté de manière à pouvoir glisser sur le tube d'alimentation en haute pression (25).
  2. Injecteur selon la revendication 1, caractérisé en ce que le tube d'alimentation en haute pression (25) s'étend centralement dans le corps d'injecteur (1), et est disposé essentiellement en affleurement avec l'aiguille de buse (10).
  3. Injecteur selon la revendication 1, caractérisé en ce que le tube d'alimentation en haute pression (25) débouche à son extrémité du côté de la sortie dans un espace de distribution (23) réalisé dans le corps d'injecteur (1), un étranglement d'alimentation (22) étant prévu pour relier l'espace de commande (16) à l'espace de distribution (23), et un canal d'alimentation (20) étant prévu pour relier l'espace de distribution (23) aux ouvertures d'injection (12).
  4. Injecteur selon la revendication 1 ou 3, caractérisé en ce que l'organe de soupape de commande (30) présente une projection en forme de douille (130) qui entoure le tube d'alimentation en haute pression (25), de sorte que l'organe de soupape de commande (30) soit monté de manière hermétique et glissante sur le tube d'alimentation en haute pression (25).
  5. Injecteur selon la revendication 4, caractérisé en ce que l'organe de soupape de commande (30) coopère avec un siège de soupape de commande (29), qui entoure le tube d'alimentation en haute pression (25), de sorte qu'un espace annulaire (27) entourant le tube d'alimentation en haute pression (25), qui est connecté à l'espace de commande (16) par le biais d'un étranglement de sortie (24), puisse être connecté à un espace d'huile de fuite (32) de l'injecteur par le soulèvement de l'organe de soupape de commande (30) du siège de soupape de commande (29).
  6. Injecteur selon l'une quelconque des revendications 1 à 5, caractérisé en ce que l'actionneur déplaçant l'organe de soupape de commande (30) est un électroaimant (33).
  7. Injecteur selon la revendication 6, caractérisé en ce que l'électroaimant (33) entoure le tube d'alimentation en haute pression (25).
  8. Injecteur selon la revendication 6 ou 7, caractérisé en ce que l'électroaimant est disposé entre le corps de retenue (2) et le corps de soupape (5), le corps de retenue (2) et le corps de soupape (5) étant pressés l'un contre l'autre au moyen d'un écrou de serrage (7), de sorte que l'électroaimant soit fixé entre le corps de soupape (5) et le corps de retenue (2).
EP07787434A 2006-08-30 2007-07-12 Injecteur pour des moteurs à combustion interne Ceased EP2059671B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200610040645 DE102006040645A1 (de) 2006-08-30 2006-08-30 Injektor für Brennkraftmaschinen
PCT/EP2007/057163 WO2008025607A1 (fr) 2006-08-30 2007-07-12 Injecteur pour des moteurs à combustion interne

Publications (2)

Publication Number Publication Date
EP2059671A1 EP2059671A1 (fr) 2009-05-20
EP2059671B1 true EP2059671B1 (fr) 2010-05-12

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP07787434A Ceased EP2059671B1 (fr) 2006-08-30 2007-07-12 Injecteur pour des moteurs à combustion interne

Country Status (4)

Country Link
EP (1) EP2059671B1 (fr)
CN (1) CN101512139B (fr)
DE (2) DE102006040645A1 (fr)
WO (1) WO2008025607A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2195523B1 (fr) * 2007-10-02 2016-06-08 Robert Bosch GmbH Injecteur à manchon de soupape de commande

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9683739B2 (en) * 2009-11-09 2017-06-20 Woodward, Inc. Variable-area fuel injector with improved circumferential spray uniformity
DE102010001311A1 (de) * 2010-01-28 2011-08-18 Robert Bosch GmbH, 70469 Verfahren zur hochdruckdichten Verbindung wenigstens eines plattenförmigen Körpers mit einem weiteren Körper eines Kraftstoffinjektors sowie Kraftstoffinjektor
DE102016221547A1 (de) * 2016-11-03 2018-05-03 Robert Bosch Gmbh Brennstoffeinspritzventil zum Einspritzen eines gasförmigen und/oder flüssigen Brennstoffs
CN107917030B (zh) * 2017-10-09 2020-04-07 中国第一汽车股份有限公司 一种共轨喷油器控制阀

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9508623D0 (en) * 1995-04-28 1995-06-14 Lucas Ind Plc "Fuel injection nozzle"
DE19959304A1 (de) * 1999-12-09 2001-06-13 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmschinen
DE10000575A1 (de) * 2000-01-10 2001-07-19 Bosch Gmbh Robert Einspritzdüse
JP3633885B2 (ja) * 2000-08-21 2005-03-30 株式会社デンソー 電磁弁装置およびそれを用いた燃料噴射装置
DE10115215A1 (de) * 2001-03-28 2002-10-10 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
DE10159003A1 (de) * 2001-11-30 2003-06-18 Bosch Gmbh Robert Injektor mit einem Magnetventil zur Steuerung eines Einspritzventils
DE10222196A1 (de) * 2002-05-18 2003-11-27 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
ES2277229T3 (es) * 2004-06-30 2007-07-01 C.R.F. Societa Consortile Per Azioni Servovalvula para controlar el inyector de combustible de un motor de combustion interna.

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2195523B1 (fr) * 2007-10-02 2016-06-08 Robert Bosch GmbH Injecteur à manchon de soupape de commande

Also Published As

Publication number Publication date
CN101512139B (zh) 2011-09-14
WO2008025607A1 (fr) 2008-03-06
DE102006040645A1 (de) 2008-03-13
DE502007003783D1 (de) 2010-06-24
EP2059671A1 (fr) 2009-05-20
CN101512139A (zh) 2009-08-19

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