EP2358988A1 - Procédé de commande et de régulation d'un moteur à combustion interne équipé d'un système à rampe commune - Google Patents

Procédé de commande et de régulation d'un moteur à combustion interne équipé d'un système à rampe commune

Info

Publication number
EP2358988A1
EP2358988A1 EP09771694A EP09771694A EP2358988A1 EP 2358988 A1 EP2358988 A1 EP 2358988A1 EP 09771694 A EP09771694 A EP 09771694A EP 09771694 A EP09771694 A EP 09771694A EP 2358988 A1 EP2358988 A1 EP 2358988A1
Authority
EP
European Patent Office
Prior art keywords
pwm
rail pressure
pressure
frequency
ist
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
EP09771694A
Other languages
German (de)
English (en)
Other versions
EP2358988B1 (fr
Inventor
Armin DÖLKER
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen 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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP2358988A1 publication Critical patent/EP2358988A1/fr
Application granted granted Critical
Publication of EP2358988B1 publication Critical patent/EP2358988B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
    • F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
    • 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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically

Definitions

  • the invention relates to a control and regulating method for an internal combustion engine having a common rail system, in which the rail pressure is controlled in normal operation and is changed with detection of a load shedding from the control to the control mode, wherein in the control mode, the PWM signal to act on the controlled system is temporarily set to a higher than normal operation PWM value.
  • a high pressure pump delivers fuel from a fuel tank into a rail.
  • the inlet cross section to the high pressure pump is determined by a variable suction throttle.
  • injectors via which the fuel is injected into the combustion chambers of the internal combustion engine. Since the quality of the combustion depends crucially on the pressure level in the rail, this is regulated.
  • the high pressure control circuit includes a pressure regulator, the suction throttle with high pressure pump and the rail as a controlled system and a filter in the feedback branch. In this high-pressure control circuit, the pressure level in the rail corresponds to the controlled variable.
  • the measured pressure values of the rail are converted via the filter into an actual rail pressure and compared with a desired rail pressure.
  • the resulting deviation is then converted via the pressure regulator into a control signal for the suction throttle.
  • the actuating signal corresponds to z. B. a volume flow with the unit liters / minute.
  • the control signal is implemented electrically as a PWM signal (pulse width modulated) with a constant frequency, for example 50 Hz.
  • PWM pulse width modulated
  • DE 10 2005 029 138 B3 proposes to change over from control to control operation.
  • the PWM signal for controlling the suction throttle is temporarily set via a staircase function to an increased PWM value, whereby the closing process of the suction throttle is accelerated.
  • DE 40 20 654 A1 proposes that the pulse end of the PWM signal or the frequency of the PWM signal be updated to track the actual development of the setpoints and actual values.
  • the basic prerequisite for this method is the time-synchronous start of the PWM signal and the acquisition of the setpoint actual values.
  • this method is out of the question, since an asynchronism of pressure control and PWM signal is the rule here.
  • a frequency tracking in the sense of a frequency increase with subsequent frequency reduction, technically unrepresentable.
  • DE 103 30 466 B3 provides for a frequency switching of the PWM signal.
  • a critical engine speed is calculated from the angular distance between two injections and the frequency of the PWM signal, in which the frequencies of the PWM signal and the injection are almost the same size and from this defines a speed range. If the engine speed passes through this speed range, then the PWM signal from a first frequency, for example, 100 Hz, to a second Frequency, for example, 120 Hz, switched. Frequency switching stabilizes the high-pressure control loop in the range around the critical speeds.
  • the invention is based on the object to further optimize the pressure control in a load shedding.
  • the first actual rail pressure and from this the control deviation is calculated via a first filter.
  • a second, faster filter calculates a second actual rail pressure.
  • a load shedding is now recognized that the second actual rail pressure exceeds a first limit.
  • the PWM signal is then switched from a first frequency, for example 50 Hz, to a second, much higher frequency, for example 500 Hz.
  • the control mode is changed to the temporary PWM default. Due to the much higher PWM frequency, the temporary PWM specification starts earlier. The optimization is thus that the dead time between detection of the load shedding and outputting the PWM signal is shortened, with the advantage of a significant reduction of the rail pressure overshoot after load shedding.
  • the function is ended when the second actual rail pressure falls below the first limit value reduced by a hysteresis value.
  • the PWM signal from the second frequency is then switched back to the first, lower frequency. Since the higher PWM frequency is set only for a short period of time, the power dissipation and the heat development of the switching transistors in the electronic engine control unit remain within the specification specified by the semiconductor manufacturer.
  • FIG. 1 shows a system diagram
  • FIG. 2 shows a high-pressure control circuit as a block diagram
  • Figure 3 shows a load shedding as a time chart
  • Figure 4 is a state diagram
  • Figure 5 is a program flowchart.
  • FIG. 1 shows a system diagram of an electronically controlled internal combustion engine 1 with a common rail system.
  • the common rail system comprises as mechanical components a low-pressure pump 3 for conveying fuel from a tank 2, a suction throttle 4 for influencing the volume flow, a high-pressure pump 5, a rail 6 and injectors 8 for injecting fuel into the combustion chambers of the internal combustion engine 1.
  • the internal combustion engine 1 is controlled via an electronic engine control unit 9 (ECU).
  • the input values of the electronic engine control unit 9 are exemplarily the rail pressure pCR, which is detected via a pressure sensor 7, the engine speed nMOT and a variable ON.
  • the size ON is representative of the other input signals, for example for the oil or the fuel temperature.
  • the illustrated outputs of the electronic engine control unit 9 are a PWM signal PWM for controlling the intake throttle 4, a power-determining signal ve for driving the injectors 8 and a size OFF.
  • the power-determining signal ve characterizes a start of injection and an injection duration.
  • the size OFF is representative of the other control signals for controlling the internal combustion engine 1, for example, a control signal for controlling an EGR valve.
  • the illustrated common rail system can of course also be designed as a common rail system with individual memories. In this case, the individual memory is integrated in the injector 8, in which case the individual accumulator pressure pE is another input signal of the electronic engine control unit 9.
  • FIG. 2 shows the high-pressure control loop for regulating the rail pressure as a block diagram.
  • the input quantity corresponds to a nominal rail pressure pCR (SL).
  • the output quantity corresponds to the raw value of the rail pressure pCR.
  • a first actual rail pressure pCR1 (IST) is determined by means of a first filter 15. This is compared with the set point pCR (SL) at a summation point A, resulting in a control deviation ep.
  • a manipulated variable is calculated by means of a pressure regulator 10.
  • the manipulated variable corresponds to a volume flow qV1.
  • the physical unit of the volume flow is liters / minute.
  • the calculated nominal consumption is added to the volume flow qV1.
  • the volume flow qV1 corresponds to the input variable for a limitation 11.
  • the limitation 1 1 can be speed-dependent, input variable nMOT.
  • the output qV2 of the limit 11 is then converted in a calculation 12 into a PWM signal PWM1.
  • the PWM signal PWM1 represents the duty cycle and the frequency fPWM corresponds to the frequency, for example 50 Hz (period: 20 ms). In the conversion, the fluctuations of the operating voltage and the pilot fuel pressure are taken into account.
  • the PWM signal PWM1 is the input of a first switch 13.
  • a second input of the first switch 13 is a PWM signal PWM2.
  • the output signal PWM of the first switch 13 corresponds either to the signal PWM1 or PWM2.
  • the solenoid of the suction throttle is applied.
  • the path of the magnetic core is changed, whereby the flow rate of the high-pressure pump is influenced freely.
  • the high-pressure pump, the suction throttle and the rail correspond to a controlled system 14. From the rail 6, a consumption volume flow qV3 is discharged via the injectors 8. This closes the control loop.
  • This control loop is supplemented by the temporary PWM specification, as known from DE 10 2005 029 138 B3.
  • the elements of the temporary PWM specification are a second filter 17 for calculating a second actual rail pressure pCR2 (IST), a function block 18 for determining a signal SZ1 for driving the first switch 13 and a PWM default 16.
  • the first switch 13 in the position a ie the calculated by the pressure regulator 10 manipulated variable qV1 is limited, converted into a PWM signal PWM1 and thus the controlled system 14 is applied.
  • the function block 18 changes the signal level of the signal SZ1, whereby the first switch 13 is reversed to the position b.
  • a PWM value PWM2 which is increased in comparison to the normal mode, is temporarily output via the PWM preset 16. In other words, it is changed from the control mode to the control mode.
  • the temporary PWM specification can - as shown - be designed staircase. After expiry of a predefinable period then the first switch 13 changes back to position a. Thus, the control mode is set again.
  • the PWM signal is provided with a low PWM frequency fPWM, for example 50 Hz, from the corresponding driver software.
  • the PWM value can therefore be updated in a 20 ms time frame.
  • the low PWM frequency ensures that, firstly, the slider of the suction throttle moves, so only the sliding friction is overcome, and second, the power loss of the switching transistors in the electronic engine control unit remains within the specification.
  • the pressure regulator 10 is calculated by the engine software with a constant sampling time. If the pressure regulator 10 recognizes a control deviation ep that increases in magnitude, it may be that a PWM period has started shortly before.
  • the new, increased PWM duty cycle can therefore only be set at the beginning of the next PWM period, that is, at the earliest after the expiration of the 20 ms time grid. This in turn means that the rail pressure pCR continues to rise during the current and also at the beginning of the next PWM period. Due to the asynchronicity of the PWM signal and pressure controller sampling, this results in a corresponding dead time.
  • the invention begins by the block diagram of Figure 2 is supplemented by a function block 19 and a second switch 20.
  • the second switch 20 In control mode, the second switch 20 is in the position a, in which the first frequency f1 (50 Hz) determines the frequency fPWM. If the second actual rail pressure pCR2 (IST) exceeds a first limit value GW1, this is the case with a load shedding, then the function block 19 sets the activation signal SZ2 for activating the second switch 20 to a second value, whereby it is reversed to the position b , Now, the frequency fPWM corresponds to the second frequency f2 of, for example, 500 Hz.
  • the PWM signal PWM1 is now updated every 2 ms.
  • FIG. 3 shows a load shedding as a time diagram.
  • the figure 3 consists of the subfigures 3A to 3D. These show in each case over time: in FIG. 3A the course of the second actual rail pressure pCR2 (IST), in FIG. 3B the value of the PWM signal PWM, in FIG.
  • FIG. 3C the PWM signal in the pulse-pause display according to the prior art and in FIG. 3D, the PWM signal in the pulse-pause display according to the invention.
  • the PWM signal of FIG. 3C corresponds to the pressure curve shown as a solid line in FIG. 3A.
  • the PWM signal of FIG. 3D corresponds to the pressure curve shown as a dashed line in FIG. 3A.
  • the illustrated example was based on a first PWM frequency of 50 Hz, which corresponds to a time interval of 20 ms, and a second PWM frequency of 500 Hz, which corresponds to a time interval of 2 ms.
  • the nominal rail pressure was maintained constant.
  • the internal combustion engine Before the time t1, the internal combustion engine is operated in the stationary state at a wheel pressure of 1800 bar. In steady state, the rail pressure is regulated. At time t1, the load is dropped, resulting in an increase in the rail pressure.
  • the first actual rail pressure pCR1 (IST) calculated from the rail pressure via the first filter (FIG. 2: 15) and the second actual rail pressure pCR2 (IST) calculated via the second filter (FIG. 2: 17) increase in each case.
  • the increasing first actual rail pressure pCR1 (IST) causes an increasing control deviation which the pressure regulator converts into an increasing PWM signal (FIG. 3B), whereby the suction throttle is moved in the closing direction.
  • the second threshold GW2 here: 1900 bar
  • the temporary PWM default is activated, it is thus changed from control mode to control mode. From time t3, therefore, the PWM signal is increased to 100% for 20 ms (FIG. 3B).
  • the set frequency of the PWM signal remains unchanged at 50 Hz.
  • a new PWM period has just started, so that the PWM increase does not take effect immediately. See in Fig. 3C, the enlarged detail shown.
  • the PWM increase only takes effect 20 ms, ie one period duration, later at time t5.
  • the PWM value of 100% in Fig. 3B corresponds to the pulse D in Fig. 3C. Due to this dead time of rising second actual rail pressure pCR2 (IST) continues, reaching its maximum value of 2030 bar.
  • the second actual rail pressure pCR2 exceeds the first limit value GW1 at the time t2, here: 1850 bar, point A in FIG. 3A.
  • 500 Hz is switched to the second PWM frequency (FIG. 3D).
  • the second actual rail pressure pCR2 exceeds the second limit value GW2, here: 1900 bar, point B in FIG. 3A.
  • the temporary PWM specification is activated, that is, it is changed over from the control mode to the control mode.
  • the PWM value of 100% in FIG. 3B corresponds to the pulse E in FIG. 3D, from the time t4.
  • the increase of the PWM frequency is deactivated when the second actual rail pressure pCR2 (IST) falls below the first limit value GW1 by a predetermined hysteresis value pHY, for example 30 bar, in the point C.
  • pHY hysteresis value
  • 500 Hz is switched from the second frequency to the first frequency 50 Hz, see Fig. 3D at time t6. Since in the context of the invention only during the high-pressure overshoot (period t2 / t6) is switched to a high PWM frequency, the heat generation of the power output stage remains despite the large number of transistor switching operations within the permissible hardware specification.
  • FIG. 5 shows a program flowchart of the method.
  • a flag 0 is initialized and the frequency fPWM of the PWM signal is set to the value f 1, for example 50 Hz.
  • the value of the flag is checked.
  • the program part is run through with the steps S6 to S8.
  • the value of the flag is 0, then the program part is run through with steps S3 to S5.
  • the PWM value can now be changed within a 2 ms time grid. The flag is then set to the value 1 at S5 and the program sequence continues at A.
  • query result S2 indicates that the flag has the value 1
  • query result S2 yes
  • the switch-off threshold is set to the difference between the first limit value GW1 and the hysteresis value pHY. If the switch-off threshold has not yet fallen below, the program sequence continues at A. If the switch-off threshold has been reached or undershot, query result S6: yes, the frequency fPWM of the PWM signal is switched from the second frequency f2 back to the first frequency f1 at S7. The flag is then set to its initialization value 0, S8, and the program sequence continues at A.

Landscapes

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

Abstract

L'invention concerne un procédé de commande et de régulation d'un moteur à combustion interne (1) équipé d'un système à rampe commune, selon lequel une pression de rampe est régulée en mode de fonctionnement normal. À cet effet, une première pression de rampe réelle est déterminée au moyen d'un premier filtre à partir de la pression de rampe, un écart de régulation est calculée à partir d'une pression de rampe théorique et de la première pression de rampe réelle, une grandeur de réglage est calculée par un régulateur de pression à partir de l'écart de régulation et, en fonction de la grandeur de réglage, un signal PWM présentant une première fréquence PWM (f1) est déterminé pour commander un système asservi. Une deuxième pression de rampe réelle (pCR2(IST) est déterminée au moyen d'un deuxième filtre, un délestage est détecté lorsque la deuxième pression de rampe réelle (pCR2(IST)) est supérieure à une première valeur limite (GW1), le signal PWM passe de la première fréquence PWM (f1) à une deuxième fréquence PWM (f2) en cas de dépassement de la première valeur limite (GW1) et, en cas de dépassement d'une deuxième valeur limite, la pression de rampe est commandée par réglage temporaire du signal PWM à une valeur PWM accrue par rapport au mode de fonctionnement normal.
EP09771694A 2008-11-24 2009-11-09 Procédé de commande et de régulation d'un moteur à combustion interne équipé d'un système à rampe commune Active EP2358988B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008058720A DE102008058720A1 (de) 2008-11-24 2008-11-24 Steuerungs- und Regelungsverfahren für eine Brennkraftmaschine mit einem Common-Railsystem
PCT/EP2009/007989 WO2010057588A1 (fr) 2008-11-24 2009-11-09 Procédé de commande et de régulation d'un moteur à combustion interne équipé d'un système à rampe commune

Publications (2)

Publication Number Publication Date
EP2358988A1 true EP2358988A1 (fr) 2011-08-24
EP2358988B1 EP2358988B1 (fr) 2012-09-19

Family

ID=41718476

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09771694A Active EP2358988B1 (fr) 2008-11-24 2009-11-09 Procédé de commande et de régulation d'un moteur à combustion interne équipé d'un système à rampe commune

Country Status (5)

Country Link
US (1) US8844501B2 (fr)
EP (1) EP2358988B1 (fr)
CN (1) CN102245884B (fr)
DE (1) DE102008058720A1 (fr)
WO (1) WO2010057588A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102008058720A1 (de) 2008-11-24 2010-05-27 Mtu Friedrichshafen Gmbh Steuerungs- und Regelungsverfahren für eine Brennkraftmaschine mit einem Common-Railsystem
DE102011100187B3 (de) * 2011-05-02 2012-11-08 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
US9376977B2 (en) * 2012-09-07 2016-06-28 Caterpillar Inc. Rail pressure control strategy for common rail fuel system
DE102012019457B3 (de) * 2012-10-04 2014-03-20 Mtu Friedrichshafen Gmbh Verfahren zur Raildruckregelung einer Brennkraftmaschine
FR3051263B1 (fr) * 2016-05-10 2018-04-20 Safran Aircraft Engines Procede de commande d'un actionneur et dispositif de commande associe
DE102017206084A1 (de) * 2017-04-10 2018-10-11 Robert Bosch Gmbh Kraftstoffeinspritzung mit verminderter Rücklaufmenge

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JPS58174773A (ja) * 1982-04-05 1983-10-13 Komatsu Ltd 電磁弁の駆動方法
DE4020654C2 (de) 1990-06-29 1999-12-16 Bosch Gmbh Robert Regelverfahren in Verbindung mit einer Brennkraftmaschine und/oder einem Kraftfahrzeug und Regelvorrichtung zur Durchführung des Regelverfahrens
JP4206563B2 (ja) * 1999-06-18 2009-01-14 株式会社デンソー 燃料噴射装置
JP4841772B2 (ja) * 2001-09-28 2011-12-21 いすゞ自動車株式会社 コモンレール式燃料噴射制御装置
DE10330466B3 (de) 2003-07-05 2004-10-21 Mtu Friedrichshafen Gmbh Verfahren zur Regelung einer Brennkraftmaschine
JP4088600B2 (ja) * 2004-03-01 2008-05-21 トヨタ自動車株式会社 増圧式燃料噴射装置の補正方法
DE102005020362A1 (de) * 2005-05-02 2006-11-09 Robert Bosch Gmbh Steuerung eines Volumenstromregelventils und eines Druckventils mit veränderbarer PWM Frequenz
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JP4600369B2 (ja) * 2006-09-05 2010-12-15 株式会社デンソー 減圧弁遅延補償装置、及びプログラム
DE102008058720A1 (de) 2008-11-24 2010-05-27 Mtu Friedrichshafen Gmbh Steuerungs- und Regelungsverfahren für eine Brennkraftmaschine mit einem Common-Railsystem

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Also Published As

Publication number Publication date
US20110220066A1 (en) 2011-09-15
DE102008058720A1 (de) 2010-05-27
WO2010057588A1 (fr) 2010-05-27
CN102245884A (zh) 2011-11-16
US8844501B2 (en) 2014-09-30
EP2358988B1 (fr) 2012-09-19
CN102245884B (zh) 2014-08-13

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