EP2294306B1 - Procédé et dispositif de commande d'un dispositif d'évacuation d'air du réservoir d'un véhicule automobile - Google Patents

Procédé et dispositif de commande d'un dispositif d'évacuation d'air du réservoir d'un véhicule automobile Download PDF

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Publication number
EP2294306B1
EP2294306B1 EP09769088.7A EP09769088A EP2294306B1 EP 2294306 B1 EP2294306 B1 EP 2294306B1 EP 09769088 A EP09769088 A EP 09769088A EP 2294306 B1 EP2294306 B1 EP 2294306B1
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EP
European Patent Office
Prior art keywords
tank ventilation
ventilation device
pressure
tank
valve
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Application number
EP09769088.7A
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German (de)
English (en)
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EP2294306A1 (fr
Inventor
Stephane Closet
Wolfgang Mai
Jens Pache
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Continental Automotive GmbH
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Continental Automotive GmbH
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Publication of EP2294306A1 publication Critical patent/EP2294306A1/fr
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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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0809—Judging failure of purge control system
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0809—Judging failure of purge control system
    • F02M25/0818—Judging failure of purge control system having means for pressurising the evaporative emission space
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/0318—Processes
    • Y10T137/0324—With control of flow by a condition or characteristic of a fluid
    • Y10T137/0379—By fluid pressure

Definitions

  • the invention relates to a method and a device for controlling a tank ventilation device for a motor vehicle.
  • the activated carbon container is connected via a vent line and a tank vent valve disposed therein with the intake manifold of the internal combustion engine.
  • the tank vent valve is opened, whereby the fuel vapors absorbed in the activated charcoal canister are sucked into the intake tract of the internal combustion engine due to the negative pressure in the intake manifold and take part in the combustion together with the fresh air.
  • the engine is supplied with an initially unknown amount of hydrocarbons, so that the fuel mixture composition changes. Since any change in the combustible mixture composition has a direct impact on the combustion process and the exhaust gas composition of the internal combustion engine, precise control of the tank venting valve is necessary.
  • the tank vent valve is usually an electromagnetic valve whose opening degree is set by means of a pulse width modulated control signal (PWM signal).
  • PWM signal pulse width modulated control signal
  • the tank-venting valve is partially opened and the output signal of a lambda control device of the internal combustion engine is monitored.
  • the tank venting valve opens, the exhaust gas composition changes due to the additionally supplied hydrocarbons, which is detected by the lambda control device.
  • the opening control value of the tank ventilation valve can be determined.
  • this method is subject to considerable restrictions.
  • the activated carbon container must have a high degree of loading.
  • the method can only be performed when the intake manifold pressure is correspondingly low, so that the fuel vapors are sucked. In particular, in supercharged internal combustion engines or internal combustion engines whose load control is carried out over the valve lift, these conditions are rarely encountered. Furthermore, this method has a low accuracy.
  • Claim 1 relates to a method for controlling a tank ventilation device for a motor vehicle.
  • a tank ventilation valve of the tank ventilation device is first closed.
  • the value of the control signal for the tank-venting valve in the sense of opening the tank-venting valve is increased until a leak-detection device assigned to the tank-venting device detects a leak in the tank-venting device.
  • the value of the control signal at which the leak is detected in the tank-venting device is recognized as the opening control value for opening the tank-venting valve.
  • a leak test of the tank ventilation device is required by law.
  • a leak detection device is therefore very often standard in motor vehicles.
  • the idea underlying the invention is to determine the opening control value or the opening time of the tank venting valve using the leak detection means, wherein an opening tank venting valve is recognized by the leak detection means as a leakage in the tank venting device.
  • Such a leak detection means is usually designed such that even very small leaks can be detected, so that this method proves to be very precise.
  • the opening control value or the opening time of the tank ventilation valve can thereby be determined with high precision. Furthermore, this method can be carried out in almost every operating state of the internal combustion engine, depending on the configuration of the motor vehicle.
  • the method can be performed regardless of the degree of loading of the activated carbon container, since it is not based on a change in the exhaust gas composition.
  • the method therefore, it is possible to determine the opening control value for opening the tank-venting valve with high frequency and high precision.
  • the determination of the opening control value for opening the tank ventilation valve only performed if the tank ventilation device was previously recognized as leak-free.
  • a determination of the opening control value of the tank-venting valve is only meaningful if the tank-venting device is leak-free in the case of a closed tank-venting valve. Any other leak in the tank venting device would significantly falsify or render useless the result of the process. For this reason, according to this embodiment of the method, a tightness check of the tank ventilation device is carried out beforehand by means of the leak detection means when the tank ventilation valve is closed.
  • the leak detection means detects a leak in the tank ventilation device when the pressure in the tank ventilation device changes within an observation period.
  • the leak detection means detects a leak in the tank ventilation device when the pressure in the tank ventilation device changes by more than a predetermined limit amount and / or when the gradient of the pressure change is greater than a predetermined limit gradient.
  • the leak detection is based on a pressure monitoring in the tank ventilation device.
  • Each leakage causes a pressure change within the tank ventilation device.
  • the tank venting valve opens, there is a gas flow through the opening cross-section of the tank venting valve and thus to a pressure change within the tank venting device.
  • This pressure change is detected by the leak detection means and displayed accordingly.
  • the opening control value for opening the tank-venting valve can be detected in a simple and precise manner. By default a certain limit amount or a certain limit gradient for the pressure change, the process can be made more robust.
  • the tank ventilation device is associated with an internal combustion engine.
  • the opening control value for opening the tank-venting valve is only determined when the pressure in the tank-venting device is lower than the pressure in a suction pipe of the internal combustion engine.
  • this embodiment of the method ensures that only a gas flow from the suction pipe into the activated carbon container occurs. This avoids unwanted escape of hydrocarbons into the intake manifold and into the environment.
  • the pressure in the tank venting device is lowered by a vacuum generating means to a predetermined value, which is lower than the current intake manifold pressure.
  • Some leak detection means have a vacuum generating means, for example in the form of a vacuum pump, with which a negative pressure in the tank ventilation device can be generated. This vacuum generating means can be used to produce a corresponding pressure difference to the intake manifold of the internal combustion engine. In this way, the opening control value for the tank-venting valve can be determined independently of the intake manifold pressure or the operating state of the internal combustion engine with great frequency.
  • the tank ventilation device is associated with an internal combustion engine, wherein when the internal combustion engine of the opening control value is determined only when the pressure in the tank ventilation device is greater than the pressure in a suction pipe of the internal combustion engine.
  • this embodiment of the process ensures that there is gas flow from the activated carbon canister into the intake manifold and thus the hydrocarbons participate in the combustion.
  • a return flow of fresh air through the tank vent valve in the activated carbon container when switched on is undesirable and is safely avoided according to this embodiment.
  • the tank ventilation device is associated with an internal combustion engine, wherein after closing the tank venting valve, the pressure in the tank venting device is raised by a pressure generating means to a predetermined value which is greater than the current pressure in a suction pipe of the internal combustion engine.
  • the leak detection means comprises a pressure generating means, for example a pump, by means of which an overpressure in the tank ventilation device and thus a pressure difference to the suction pipe can be produced.
  • a pressure generating means for example a pump
  • the opening control value of the tank ventilation valve can be determined independently of the operating point and the intake manifold pressure of the internal combustion engine. This results in a great flexibility and a high frequency in the implementation of the method.
  • the value of the control signal is increased stepwise, wherein prior to each increase the value of the control signal is kept constant for a predetermined period of time.
  • a recognizable pressure change within the tank ventilation device is due to the small opening cross section of the tank venting valve after a certain period of time. This embodiment of the method therefore ensures a higher process reliability in the determination of the opening control value of the tank venting valve.
  • a control device for a tank ventilation device of a motor vehicle according to claim 10 is designed such that it can perform the method according to one of claims 1 to 9. With regard to the resulting advantages, reference is made to the comments on the preceding claims.
  • FIG. 1 a motor vehicle 100 is shown schematically, which has an internal combustion engine 1, a control device 31 and a tank ventilation device 102.
  • the tank ventilation device 102 and the control device 31 are connected to the internal combustion engine 1.
  • FIG. 2 For example, the internal combustion engine 1 and the tank ventilation device 102 are shown in more detail.
  • the internal combustion engine 1 has at least one cylinder 2 and a piston 3 movable up and down in the cylinder 2.
  • the fresh air required for combustion is introduced via an intake tract 4 into a combustion space 5 bounded by the cylinder 2 and the piston 3. Downstream of an intake opening 6 are in the intake manifold 4, an air mass sensor 7 for detecting the air flow in the intake manifold 4, a throttle valve 8 for controlling the air flow, a suction pipe 9, a Saugrohr horrsensor 40 for detecting the pressure in the intake manifold 9 and an intake valve 10, by means of the combustion chamber 5 with the intake manifold 4 is selectively connected or disconnected.
  • the triggering of the combustion takes place by means of a spark plug 11.
  • the drive energy generated by the combustion is transmitted via a crankshaft 12 to the drive train of the motor vehicle (not shown).
  • a rotational speed sensor 13 detects the rotational speed of the internal combustion engine 1.
  • a starter device 103 for example an electric motor, is coupled to the crankshaft 12 and serves, for example, for starting the internal combustion engine 1.
  • the combustion exhaust gases are discharged via an exhaust tract 14 of the internal combustion engine 1.
  • the combustion chamber 5 is selectively connected to the exhaust tract 14 by means of an exhaust valve 15 or separated from it.
  • the exhaust gases are purified in an exhaust gas purification catalyst 16.
  • In the exhaust tract 14 is also a so-called lambda sensor 17 for measuring the oxygen content in the exhaust gas.
  • the internal combustion engine 1 further comprises a fuel supply device with a fuel pump 19, a high pressure pump 20, a pressure accumulator 21 and at least one controllable injection valve 22.
  • the fuel is conveyed by means of the fuel pump 19 from a fuel tank 18 into a fuel supply line 24.
  • the high pressure pump 20 and the Pressure accumulator 21 is arranged.
  • the high-pressure pump 20 has the task to supply the pressure accumulator 21, the fuel at high pressure.
  • the pressure accumulator 21 is designed as a common pressure accumulator 21 for all injectors 22. From him, all injectors 22 are supplied with pressurized fuel.
  • the exemplary embodiment is an internal combustion engine 1 with direct fuel injection, in which the fuel is injected directly into the combustion chamber 5 by means of the injection valve 22 protruding into the combustion chamber 5. It should be noted, however, that the present invention is not limited to this type of fuel injection, but is applicable to other types of fuel injection such as port injection.
  • the internal combustion engine 1 is further associated with the tank ventilation device 102.
  • a fuel damper 25 which is formed for example as an activated carbon container and is connected via a connecting line 26 to the fuel tank 18.
  • the resulting in the fuel tank 18 fuel vapors are passed into the fuel vapor storage 25 and there adsorbed by the activated carbon.
  • the fuel vapor storage 25 is connected via a vent line 27 to the intake manifold 9 of the internal combustion engine 1.
  • the vent line 27 is a controllable tank vent valve 28.
  • the fuel vapor reservoir 25 via a vent line 29 and a vent valve 30 disposed therein fresh air can be supplied.
  • the vent valve 30 may be actuated, for example, electrically (as in the embodiment) or by a suitable pneumatic-mechanical mechanism.
  • a pressure detecting means for example, a pressure sensor for detecting the pressure in the tank venting apparatus 102 and a pressure changing means 32, by which the pressure in the tank venting apparatus 32 is increased (pressure generating means) or decreased (vacuum generating means) can.
  • the pressure changing means 32 may be formed, for example, as an electric pressure pump (pressure generating means) or as an electric vacuum pump (vacuum generating means).
  • map-based engine control functions (KF1 to KF5) are implemented by software.
  • the control device 31 is connected to all actuators and sensors of the internal combustion engine 1 via signal and data lines.
  • the control device 31 with the controllable vent valve 30, the controllable tank vent valve 28, the pressure sensing means 23, the pressure change means 32, the intake manifold pressure sensor 40, the air mass sensor 7, the controllable throttle valve 8, the controllable injection valve 22, the spark plug 11, the lambda sensor 17, the speed sensor 13 and the starter motor 103 connected.
  • the motor vehicle includes a leak detection means, which is associated with the tank ventilation device 102.
  • the leak detection means comprises the pressure detection means 32 and parts of the software function implemented in the control device 31, which detect and evaluate the output signal of the pressure detection means 32.
  • the control functions detect a pressure change in the tank ventilation device and evaluate these pressure changes for possible leakage in the tank venting device. If the tank ventilation device is hermetically sealed, ie the tank ventilation valve 28, the ventilation valve 29 and all other openings of the tank ventilation device 102 are closed to the environment, and if a pressure change in the tank ventilation device 102 is still detected by the leak detection means within a predetermined observation period, leakage can be detected become.
  • a leak is advantageously detected only when the pressure change exceeds a predetermined limit amount or the gradient of the pressure change is greater than a predetermined limit gradient.
  • FIG. 3 An embodiment of a control method for the tank ventilation device 102 is shown in the form of a flowchart. The method is started in step 300 at any time. This can be done both when switched off and when the internal combustion engine 1 is switched on.
  • step 301 the tank vent valve 28 is closed. Thereafter, the process proceeds to step 302, where it is checked whether the engine 1 is turned on, that is, whether the fuel injection and ignition are activated and combustion takes place in the combustion chambers 5. If this is not the case, i. with the internal combustion engine 1 switched off, the method proceeds to step 303, in which it is checked whether the pressure in the tank ventilation device 102 is lower than a current intake manifold pressure. This can be done for example by comparing the output value of the pressure detection means 23 with the output value of the intake manifold pressure sensor 40.
  • step 303 In a negative result of the query in step 303 and in the case that the tank ventilation device has a pressure-changing means 32 in the form of a vacuum generating means, this is activated in step 304 and Pressure in the tank ventilation device lowered below the current intake manifold pressure. If the tank ventilation device does not have a vacuum generating means 32, the method returns to step 302. This alternative is in FIG. 3 indicated by a dashed arrow.
  • step 302 if it is detected in step 302 that the internal combustion engine 1 is turned on, i. If fuel injection and ignition are activated and combustion occurs, the method continues to step 306, where it is checked whether the pressure in the tank ventilation device 102 is greater than the current intake manifold pressure. If the tank venting device has a pressure change means 32 in the form of a pressure generating means, the process proceeds to step 307 if the result of the query in step 306 is negative, in which the pressure generating means is activated and the pressure in the tank venting device 102 is increased above the current manifold pressure.
  • step 306 the result of step 306 is negative. This alternative is also marked with a dashed arrow.
  • the value of Control signal for the tank vent valve 28 in step 305 slightly increased.
  • the increase in the value of the control signal for the tank vent valve 28 is in the sense of opening the tank vent valve 28.
  • the method returns to step 305 and the value of the control signal for the tank-venting valve 28 is again increased by a certain amount in the sense of opening the tank-venting valve 28.
  • step 308 The increase in the value of the control signal for the tank-venting valve 28 takes place until, in step 308, a change in the pressure in the tank-venting device 102 is detected.
  • the pressure in the tank ventilation device 102 was lower than the intake pipe pressure, an increase in the pressure in the tank ventilation device 102 is detected. If the pressure in the tank ventilation device 102 was greater than the intake manifold pressure, a decrease in the pressure in the tank ventilation device 102 is detected in step 308.
  • step 309 in which a leak in the tank venting device has been detected by the leak detection means, indicating the opening of the tank venting valve 28.
  • the current value of the control signal for the tank-venting valve 28 is thus recognized and set as the opening control value of the tank-venting valve 28.
  • the leak detection means has detected a leak based on the pressure change in the tank ventilation device 102, the opening of the tank ventilation valve 28 can be deduced.
  • the robustness of the method can be improved if the method of step 308 does not proceed to step 309 until the pressure in the tank ventilation device 102 has either changed by a predetermined limit amount and / or the gradient of the pressure change is greater than a predefined limit gradient ,
  • step 309 the method is terminated with step 310 and may be restarted at a later time.
  • this method is only performed when the tank ventilation device 102 has previously been identified as leak-free when the tank ventilation valve 28 is closed.
  • This check is also carried out by the leak detection means based on monitoring the pressure conditions in the tank ventilation device. For this purpose, it is checked whether the pressure in the tank ventilation device changes with a closed tank ventilation valve 28 within an observation period by a predetermined amount. If this is the case, it can be concluded that there is a leak and the process is prevented.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)

Claims (10)

  1. Procédé de commande d'un dispositif de purge de réservoir (102) pour un véhicule automobile (100)
    - une soupape de purge de réservoir (28) du dispositif de purge de réservoir (102) étant fermée,
    - la valeur d'un signal de commande pour la soupape de purge de réservoir (28) pour l'ouverture de la soupape de purge de réservoir (28) est augmentée jusqu'à ce qu'un moyen de détection de fuites (23, 31) associé au dispositif de purge de réservoir (102) détecte une fuite dans le dispositif de purge de réservoir (102),
    caractérisé en ce que
    la valeur du signal de commande pour laquelle la fuite est détectée dans le dispositif de purge de réservoir (102) est reconnue comme la valeur de commande d'ouverture pour l'ouverture de la soupape de purge de réservoir (28).
  2. Procédé selon la revendication 1, la détermination de la valeur de commande d'ouverture de la soupape de purge de réservoir (28) n'est effectuée que lorsque le dispositif de purge de réservoir (102) a été reconnu auparavant comme étant exempt de fuites.
  3. Procédé selon l'une des revendications 1 à 2, le moyen de détection de fuites détectant une fuite dans le dispositif de purge de réservoir (102) lorsque, pendant une période d'observation, la pression varie dans le dispositif de purge de réservoir (102).
  4. Procédé selon la revendication 3, le moyen de détection de fuites détectant une fuite dans le dispositif de purge de réservoir (102) lorsque la pression dans le dispositif de purge de réservoir (102) varie de plus d'une valeur limite prédéterminée et/ou lorsque le gradient de la variation de pression est supérieur à un gradient limite prédéterminé.
  5. Procédé selon l'une des revendications 3 ou 4, le dispositif de purge de réservoir (102) associé à un moteur à combustion interne (1) et, lorsque le moteur à combustion interne (1) est arrêté, la valeur de commande d'ouverture n'est déterminée que lorsque la pression dans le dispositif de purge de réservoir (102) est inférieure à la pression dans un tube d'aspiration du moteur à combustion interne (1).
  6. Procédé selon l'une des revendications 3 à 5, le dispositif de purge de réservoir (102) associé à un moteur à combustion interne (1) et, après la fermeture de la soupape de purge de réservoir (28), la pression dans le dispositif de purge de réservoir (102) est diminuée par un moyen de production de vide (32) jusqu'à une valeur prédéterminée qui est inférieure à la pression présente dans un tube d'aspiration (9) du moteur à combustion interne (1).
  7. Procédé selon l'une des revendications 3 à 5, le dispositif de purge de réservoir (102) étant associé à un moteur à combustion interne (1) et, lorsque le moteur à combustion interne (1) est en marche, la valeur de commande d'ouverture n'est déterminée que lorsque la pression dans le dispositif de purge de réservoir (102) est supérieure à la pression présente dans un tube d'aspiration (9) du moteur à combustion interne (1).
  8. Procédé selon l'une des revendications 3 à 4 ou 7, le dispositif de purge de réservoir (102) étant associé à un moteur à combustion interne (1) et, après la fermeture de la soupape de purge de réservoir (28), la pression dans le dispositif de purge de réservoir (102) est augmentée par un moyen de production de pression (32) jusqu'à une valeur prédéterminée qui est supérieure à la pression présente dans un tube d'aspiration (9) du moteur à combustion interne (1).
  9. Procédé selon l'une des revendications 1 à 8, la valeur du signal de commande est augmentée par étapes et, avant une augmentation, la valeur du signal de commande est maintenue constante pendant une période prédéterminée.
  10. Dispositif de commande (31) pour un dispositif de purge de réservoir (102) d'un véhicule automobile (100) qui est conçu de façon à ce que
    - une soupape de purge de réservoir (28) du dispositif de purge de réservoir (102) est fermée,
    - la valeur d'un signal de commande pour la soupape de purge de réservoir (28) pour l'ouverture de la soupape de purge de réservoir (28) est augmentée jusqu'à ce qu'un moyen de détection de fuites (23, 31) associé au dispositif de purge de réservoir (102) détecte une fuite dans le dispositif de purge de réservoir (102),
    caractérisé en ce que
    la valeur du signal de commande pour laquelle la fuite dans le dispositif de purge de réservoir (102) est détectée, est reconnue comme étant la valeur de commande d'ouverture pour l'ouverture de la soupape de purge de réservoir (28).
EP09769088.7A 2008-06-25 2009-05-27 Procédé et dispositif de commande d'un dispositif d'évacuation d'air du réservoir d'un véhicule automobile Active EP2294306B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200810030089 DE102008030089A1 (de) 2008-06-25 2008-06-25 Verfahren und Vorrichtung zum Steuern einer Tankentlüftungsvorrichtung für ein Kraftfahrzeug
PCT/EP2009/056437 WO2009156239A1 (fr) 2008-06-25 2009-05-27 Procédé et dispositif de commande d'un dispositif d'évacuation d'air du réservoir d'un véhicule automobile

Publications (2)

Publication Number Publication Date
EP2294306A1 EP2294306A1 (fr) 2011-03-16
EP2294306B1 true EP2294306B1 (fr) 2015-07-22

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Country Status (5)

Country Link
US (1) US8584654B2 (fr)
EP (1) EP2294306B1 (fr)
KR (1) KR101262195B1 (fr)
DE (1) DE102008030089A1 (fr)
WO (1) WO2009156239A1 (fr)

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KR102052199B1 (ko) * 2016-12-23 2019-12-04 삼성에스디아이 주식회사 필름형 반도체 밀봉 부재, 이를 이용하여 제조된 반도체 패키지 및 그 제조 방법
DE102018110584A1 (de) * 2018-05-03 2019-11-07 Volkswagen Aktiengesellschaft Verfahren zur Ansteuerung eines Regelventils
DE102019103544A1 (de) * 2019-02-13 2020-08-13 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Ansteuern eines Dosierventils, Tankentlüftungssystem und Kraftfahrzeug

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KR101262195B1 (ko) 2013-05-15
EP2294306A1 (fr) 2011-03-16
WO2009156239A1 (fr) 2009-12-30
US20110139261A1 (en) 2011-06-16
US8584654B2 (en) 2013-11-19
DE102008030089A1 (de) 2010-01-07
KR20110019760A (ko) 2011-02-28

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