EP2432980A1 - Verfahren zum betreiben eines kraftstoffeinspritzventils einer brennkraftmaschine und steuergerät für eine brennkraftmaschine - Google Patents
Verfahren zum betreiben eines kraftstoffeinspritzventils einer brennkraftmaschine und steuergerät für eine brennkraftmaschineInfo
- Publication number
- EP2432980A1 EP2432980A1 EP10717139A EP10717139A EP2432980A1 EP 2432980 A1 EP2432980 A1 EP 2432980A1 EP 10717139 A EP10717139 A EP 10717139A EP 10717139 A EP10717139 A EP 10717139A EP 2432980 A1 EP2432980 A1 EP 2432980A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- inflection point
- flight
- duration
- injection valve
- characteristic curve
- 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
Links
- 238000002347 injection Methods 0.000 title claims abstract description 75
- 239000007924 injection Substances 0.000 title claims abstract description 75
- 238000000034 method Methods 0.000 title claims abstract description 50
- 239000000446 fuel Substances 0.000 title claims abstract description 26
- 238000002485 combustion reaction Methods 0.000 title claims description 26
- 230000007704 transition Effects 0.000 claims abstract description 27
- 230000004913 activation Effects 0.000 claims description 19
- 230000008859 change Effects 0.000 claims description 13
- 238000004590 computer program Methods 0.000 claims description 3
- 230000008901 benefit Effects 0.000 description 5
- 230000006870 function Effects 0.000 description 5
- 230000007423 decrease Effects 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 238000012951 Remeasurement Methods 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 125000004122 cyclic group Chemical group 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 230000001629 suppression Effects 0.000 description 1
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
- F02D41/20—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
- 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
- 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
- F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage control
-
- 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
- F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
Definitions
- DE 10 2004 015745 A1 discloses a method for operating an injection valve and for determining the duration of the flight
- Valve needle of the injector known to the hereby incorporated by reference.
- the injectors known from the prior art have a characteristic of the duration of flight of the valve member of the injection valve as a function of the activation duration, which can be divided essentially into three areas. In principle, there is a direct relationship between the flight duration and the injected fuel quantity: the longer the flight duration, the greater the injected fuel quantity, given otherwise identical boundary conditions.
- the injection valve In a first region, the so-called Operahub Scheme, the injection valve is activated only very short and it results in a monotonous rising, but not always linear characteristic section. In a second region, the so-called transition region, the duration of flight decreases again with increasing activation duration of the injection valve, so that a first inflection point or a local maximum is achieved between the partial lift region and the transition region.
- This transitional area ends at a second inflection point or a local minimum.
- the invention has for its object to expand the scope of the injectors, especially towards small and smallest injection quantities and to increase the Zumessgenautechnik. This object is achieved in that the
- Transition region of the characteristic for each injector to determine individually and hidden or skipped during operation of the internal combustion engine By virtue of the method according to the invention, a monotonically increasing characteristic curve is formed between the activation duration and the duration of flight or the valve member of the injection valve or the injection quantity. This allows a significant expansion of the operating or operational area within which fuel injection quantities can be attributed. In particular, thereby shorter drive times and consequently smaller injection quantities will be realized. Another advantage is the fact that an improvement of the metering accuracy is achieved.
- the transitional range UB is limited by a first inflection point WP1 and a second inflection point WP2 or a local maximum and a local minimum of a characteristic curve of the duration of flight of a valve member of the fuel injection valve as a function of the activation duration.
- Both the inflection points and the local extreme values can be determined from the interpolation points of the characteristic curve using a multiplicity of methods known from the prior art, so that the individual determination of the transitional region is possible for each injection valve. Furthermore, it is also possible to regularly determine and optionally correct the inflection points and / or extreme values during operation of the internal combustion engine and over the entire service life of the injection valves, so that a drift in the operating behavior of the injection valves can be detected and taken into account in the activation period. As a result, consistently high metering accuracies can be achieved over the entire service life of the internal combustion engine and of the injection valve, and thus also comply with the legally required emission limit values over the entire service life of the internal combustion engine.
- the method according to the invention is based on methods known per se for determining the duration of flight of the valve member of an injection valve, which are known, for example, from DE 10 2004 015745 A1.
- the duration of flight of the valve member is ultimately determined by detecting and evaluating the current and / or the voltage profile at the terminals of the injection valve in a highly resolved manner.
- this also no additional hardware is required and the process can be repeated regularly with the internal combustion engine, so that the determination of the characteristics over the entire life of the internal combustion engine carried out at regular intervals and the resulting
- a comparatively simple method for determining the first inflection point and / or the second inflection point of the characteristic curve of the fuel injection valve provides that belong to different Anberichtverdauern the injector To determine flight durations and to generate a characteristic from the driving times and the associated flight durations.
- this characteristic is subdivided into areas with a monotone change in the flight durations with changed actuation durations, in particular a partial lift area TH, a transition area UB and a full lift area VH.
- these regions are delimited from one another by a turning point or a local extreme value.
- the transition region can be determined according to the invention by application of methods known per se for determining inflection points and / or local extreme values.
- the inventive method easily and without additional hardware effort to detect the first and second turning point or a local maximum and a local minimum at any time and during operation of the internal combustion engine and on the basis of these values, the transition region of the curve determine and perform the method according to the invention.
- the first inflection point or the local maximum can be assigned a specific flight duration FDWP1.
- FDWP2 it is possible to assign a flight time FDWP2 to the second turning point or to the local minimum.
- the flight duration FDWP1 at the first turning point is greater than the flight duration FDWP2 at the second turning point
- the invention provides that a change from the use of the characteristic in Operahub Maschinenbau to the characteristic in Vollhub Scheme occurs when the desired
- Flight duration which results from the required injection quantity, is greater than the flight duration FDWP2 at the second inflection point and is less than the flight time at the first inflection point. This ensures that switching over to the characteristic in the full-stroke range is possible if the injection valve can already be actuated in the full-stroke range in such a way that the desired duration of flight is achieved.
- Flight duration at the second inflection point plus a second minimum distance ⁇ FD, 2 is. This also ensures that the characteristic is not used in the immediate vicinity of the second inflection point and that the method according to the invention proceeds stably.
- the first inflection point and / or the second inflection point or the local maximum and the local minimum are re-determined at regular intervals.
- a specific operating time of the internal combustion engine can be counted and, after a predetermined operating time, the characteristic curve of the injection valve including the turning points and the local extreme values detected and belonging to the turning points flight times are updated and stored in a memory.
- each injection valve of an internal combustion engine is operated according to the method according to the invention and that the inflection points or the local extreme values are determined individually for each injection valve. This makes it possible to optimally operate each cylinder of the internal combustion engine over its entire service life, so that the total emissions of the internal combustion engine also remain at a constantly low level. Due to the fact that the change from the characteristic curve of the partial lift range to the
- the computer program may be stored, for example, on an electronic storage medium, wherein the storage medium in turn may be contained for example in the control unit.
- FIG. 1 shows a schematic representation of an injection valve suitable for carrying out the method according to the invention
- Figure 2 is an exemplary, schematic representation of characteristic of an injection valve Figure 3 shows the characteristic of Figure 2 with hidden transition region
- Figure 4 is an explanation of the method according to the invention with hysteresis
- FIG. 5 shows a flowchart of an embodiment of the method according to the invention.
- Figure 1 a to 1 c shows an embodiment of an intended for the fuel injection injector 10 for an internal combustion engine in different operating conditions of an injection cycle.
- Figure 1 a shows the injection valve 10 in its idle state in which it is not controlled by its associated control unit 22.
- a solenoid valve spring 1 1 1 in this case presses a valve ball 105 in a seat provided for this purpose, the outlet throttle 1 12, so that in the valve control chamber
- the rail pressure is also in the chamber volume 109, which surrounds the valve needle 1 16 of the injection valve 10.
- the applied by the rail pressure on the end face of the control piston 1 15 forces and the force of the nozzle spring 107 hold the valve needle 1 16 against an opening force which engages the pressure shoulder 108 of the valve needle 16 1 closed.
- FIG. 1 b shows the injection valve 10 in its open state, which, under the control of the control unit 22, it assumes in the following manner, starting from the idle state depicted in FIG. 2 a
- Figure 2a designated magnetic coil 102 and the magnetic coil 102 cooperating armature 104 formed electromagnetic actuator 102, 104 is acted upon by the control unit 22 with a drive signal forming drive current I to open the present acting as a control valve solenoid valve 104, 105, 1 12 to cause.
- the magnetic force of the electromagnetic actuator 102, 104 in this case exceeds the spring force of the valve spring 1 1 1 ( Figure 1 a), so that the armature 104 lifts the valve ball 105 from its valve seat and hereby opens the outlet throttle 1 12.
- valve needle 1 16 primarily under the action of hydraulic forces in the chamber volume 1 19 and in the valve control chamber 106 has a substantially ballistic trajectory.
- the solenoid coil 102 is supplied with the drive current I
- the valve needle 1 16 in its opening movement also reach an unillustrated Nadelhubanschlag, which defines the maximum needle stroke. In this case, it is spoken of an operation of the injection valve 10 in its Vollhub Symposium.
- valve spring 11 1 presses the magnet armature 104 downwards, as shown in FIG. 2 c, so that the valve ball 105 thereupon the outlet throttle 1 12 closes.
- the rail pressure builds up again in the control room 106.
- This now increased pressure in the control chamber 106 exerts a greater force on the control piston 15, which, together with the force of the nozzle spring 107, exceeds the force acting on the valve needle 16 in the region of the chamber volume 109 and the valve needle 16 thus returns to its position Closing spends.
- cf. 1 shows an example of the characteristic curve of an injection valve 10 is shown in FIG 2, wherein on the X-axis, the driving time T A and on the Y-axis, the flight time FD is plotted.
- the characteristic curve 25 can be divided into three areas.
- the first area begins in the immediate vicinity of the origin and ends at time T 1 .
- This first area is referred to as Railhub Scheme TH, as in this area, the valve needle 13 does not open completely and does not abut the stroke stop.
- the characteristic curve 25.1 is relatively steep and often not linear. For reasons of simplification, however, the first region of the characteristic 25.1 is shown as a straight line in FIG. Characteristic of the first range TH is that the characteristic 25.1 increases monotonously.
- Such a composite monotone increasing characteristic is shown in FIG. So that a monotonously increasing characteristic curve is reached, at a certain flight duration, namely the so-called
- Umschaltflugdauer FDu (see Figure 2) between the two parts 25.1 and 25.3 of the characteristic 25 are switched. This means that for a control duration FD ⁇ FDu, the first range 25.1 of the characteristic curve is used and for activation periods or flight durations FD> FDu the range 25.3 of the characteristic curve is evaluated.
- the injection valve 10 can be actuated for small injection quantities with activation durations t A ⁇ TUi. For larger injection quantities, the activation duration t A > TU 2 .
- the area between TUi and TU 2 is never activated, except for the determination of the inflection points, so that the transition area ÜB is hidden. This makes it possible to increase the metering accuracy and thus the performance of the
- a first inflection point WP 1 and / or a local maximum is present between the first section 25. 1 and the second section 25. 2 of the characteristic curve 25.
- This first turning point WP 1 or the local maximum can according to the invention be used to separate the Ambihub Scheme TH from the transition area ÜB.
- the second turning point WP 2 which is located between the second section 25.2 and the third section 25.3 of the characteristic curve 25.
- the characteristic curve 25 is composed of three straight pieces.
- the first section 25.1 and the second section 25.2 are not linear in many injection valves manufactured in series, so that curved and non-linear sections of the characteristic curve 25 can also occur, which can also be handled with the method according to the invention.
- ÜB is provided, so that the change from the first portion 25.1 of the characteristic to the third portion 25.3 of the characteristic curve is performed less frequently and thereby results in a more stable method.
- the section 25.1 of the characteristic is used for the calculation of the flight time FD. This is carried out until the activation time t A approaches the value T 1 . More specifically, the flight duration FD resulting from the drive duration is checked as to whether the desired flight duration required for obtaining a predetermined injection amount is smaller than the flight duration FDw P1 at the first inflection point minus a first minimum distance AFD is 1 .
- the first minimum distance AFD 1 is entered in FIG. This change from the first part 25.1 to the third part 25.3 of the characteristic with increasing activation duration t A is indicated by a first arrow 27 in FIG.
- the activation duration t A is then calculated with the aid of the third region 25.3 of the characteristic curve 25.
- T 2 is the activation duration, which results when the second inflection point WP 2 of the characteristic curve is activated.
- the activation duration t A or the resulting flight duration FD is smaller than the flight duration FD W p 2 at the second inflection point plus a second minimum distance AFD, 2 , the first range 25.1 of the characteristic curve is changed again. This change is indicated by a second arrow 29.
- FIG. 5 shows an exemplary embodiment of the method according to the invention as a block diagram.
- a first functional block 31 the so-called pilot control of the injection valve is performed.
- a first functional block 31 the so-called pilot control of the injection valve is performed.
- Decision block 33 is queried as to whether the first inflection point WP 1 and / or the second inflection point WP 2 or a first local maximum and a second local minimum are present. If this query is answered with no, the transition range UB of the characteristic curve is measured in a second function block 35. This takes place in that the injection valve 10 is actuated with different actuation durations t A and the associated flight durations FD are detected. The detection of the flight durations can take place according to a method known from the prior art. So you can, for example, the support points of the characteristic in normal operation and extended characteristic
- a query is made in a second query block 37 as to whether a cyclic remeasurement of the characteristic curve 25 and determination of the inflection points or of the transition region is required is answered with "yes"
- the method branches to the second function block 35 and there is a remeasurement of the characteristic curve and determination of the transitional range UB in dependence of the newly determined inflection points WP 1 and WP 2 .
- the transitional range UB in the characteristic curve is skipped and a monotone characteristic curve from the areas 25.1 and 25.3 of the characteristic curve 25 is composed.
- this monotone characteristic curve 25 is composed.
- the triggering of the injection valve 10 can now take place and a very high metering accuracy can be achieved over the entire operating range of the injection valve.
- a particular advantage of the method according to the invention is that even a drift of the injection valve is recognized and correspondingly by a modified / adapted definition of the transition range ÜB and its suppression takes place. This is the result Zumessgenautechnik over the entire life of the internal combustion engine almost constant.
Landscapes
- 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)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE200910003214 DE102009003214A1 (de) | 2009-05-19 | 2009-05-19 | Verfahren zum Betreiben eines Kraftstoffeinspritzventils einer Brennkraftmaschine und Steuergerät für eine Brennkraftmaschine |
PCT/EP2010/055957 WO2010133441A1 (de) | 2009-05-19 | 2010-05-03 | Verfahren zum betreiben eines kraftstoffeinspritzventils einer brennkraftmaschine und steuergerät für eine brennkraftmaschine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2432980A1 true EP2432980A1 (de) | 2012-03-28 |
EP2432980B1 EP2432980B1 (de) | 2015-04-22 |
Family
ID=42464264
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20100717139 Active EP2432980B1 (de) | 2009-05-19 | 2010-05-03 | Verfahren zum betreiben eines kraftstoffeinspritzventils einer brennkraftmaschine und steuergerät für eine brennkraftmaschine |
Country Status (6)
Country | Link |
---|---|
US (1) | US8996280B2 (de) |
EP (1) | EP2432980B1 (de) |
JP (1) | JP5591324B2 (de) |
CN (1) | CN102428261B (de) |
DE (1) | DE102009003214A1 (de) |
WO (1) | WO2010133441A1 (de) |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8755988B2 (en) * | 2010-02-17 | 2014-06-17 | GM Global Technology Operations LLC | Method for metering a fuel mass using a controllable fuel injector |
US20120166067A1 (en) * | 2010-12-27 | 2012-06-28 | GM Global Technology Operations LLC | Method for controlling a fuel injector |
DE102012205839A1 (de) * | 2012-04-11 | 2013-10-17 | Robert Bosch Gmbh | Verfahren zum Betreiben wenigstens eines Injektors |
DE102012212195A1 (de) | 2012-07-12 | 2014-01-16 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Brennkraftmaschine |
JP2015145641A (ja) * | 2014-02-03 | 2015-08-13 | トヨタ自動車株式会社 | 内燃機関の燃料噴射制御装置 |
JP6511266B2 (ja) | 2014-12-25 | 2019-05-15 | 日立オートモティブシステムズ株式会社 | 燃料噴射弁制御装置 |
JP6164244B2 (ja) * | 2015-04-23 | 2017-07-19 | トヨタ自動車株式会社 | 内燃機関の燃料噴射制御装置 |
JP6581420B2 (ja) * | 2015-07-31 | 2019-09-25 | 日立オートモティブシステムズ株式会社 | 燃料噴射装置の制御装置 |
US11047956B2 (en) | 2018-06-14 | 2021-06-29 | Semiconductor Components Industries, Llc | Reconfigurable MIMO radar |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4612597A (en) | 1984-12-19 | 1986-09-16 | General Motors Corporation | Circuit for controlling and indicating fuel injector operation |
DE3942836A1 (de) * | 1989-12-23 | 1991-06-27 | Daimler Benz Ag | Verfahren zur bewegungs- und lagezustandserkennung eines durch magnetische wechselwirkung zwischen zwei endpositionen beweglichen bauteiles eines induktiven elektrischen verbrauchers |
JP4089092B2 (ja) | 1999-06-30 | 2008-05-21 | 株式会社デンソー | インジェクタ制御装置 |
JP2001152940A (ja) * | 1999-11-24 | 2001-06-05 | Mitsubishi Electric Corp | 燃料噴射システム |
DE10347056A1 (de) * | 2003-10-07 | 2005-05-12 | Daimler Chrysler Ag | Verfahren zur Regelung eines Magnetventils |
DE102004015745A1 (de) | 2004-03-31 | 2005-10-13 | Robert Bosch Gmbh | Einrichtung zum Einspritzen von Kraftstoff in den Brennraum einer Brennkraftmaschine mit einem Nadelhubsensor |
EP1657422A1 (de) * | 2004-11-12 | 2006-05-17 | C.R.F. Societa' Consortile per Azioni | Verfahren und Vorrichtung zur Steuerung der Kraftstoffeinspritzung einer Brennkraftmaschine |
EP1795738A1 (de) * | 2005-12-12 | 2007-06-13 | C.R.F. Societa Consortile per Azioni | Kraftstoffeinspritzsystem für eine Verbrennungskraftmaschine und dazugehöriges Kraftstoff-Einspritz-Verfahren |
JP2007187149A (ja) | 2005-12-13 | 2007-07-26 | Nissan Motor Co Ltd | エンジンの燃料噴射制御方法及び燃料噴射制御装置 |
DE102008000916B4 (de) * | 2007-04-02 | 2021-12-16 | Denso Corporation | Verbrennungssteuerungsvorrichtung für direkt einspritzende Kompressionszündungskraftmaschine |
DE102007025619B4 (de) | 2007-06-01 | 2012-11-15 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung eines hydraulischen Stellers |
CA2600323C (en) * | 2007-09-20 | 2009-12-29 | Westport Power Inc. | Directly actuated valve with a strain-type actuator and a method of operating same |
US7984706B2 (en) * | 2007-12-03 | 2011-07-26 | Continental Automotive Systems Us, Inc. | Control method for closed loop operation with adaptive wave form of an engine fuel injector oil or fuel control valve |
DE102008042556A1 (de) | 2008-10-02 | 2010-04-08 | Robert Bosch Gmbh | Verfahren und Steuergerät zum Betreiben eines Einspritzventils |
EP2510217A4 (de) * | 2009-12-11 | 2015-12-23 | Purdue Research Foundation | Strömungsratenkalkulation für piezoelektrsche kraftstoffeinspritzung |
-
2009
- 2009-05-19 DE DE200910003214 patent/DE102009003214A1/de not_active Ceased
-
2010
- 2010-05-03 WO PCT/EP2010/055957 patent/WO2010133441A1/de active Application Filing
- 2010-05-03 US US13/319,971 patent/US8996280B2/en active Active
- 2010-05-03 EP EP20100717139 patent/EP2432980B1/de active Active
- 2010-05-03 JP JP2012511226A patent/JP5591324B2/ja active Active
- 2010-05-03 CN CN201080021888.7A patent/CN102428261B/zh active Active
Non-Patent Citations (1)
Title |
---|
See references of WO2010133441A1 * |
Also Published As
Publication number | Publication date |
---|---|
CN102428261B (zh) | 2015-09-30 |
JP2012527564A (ja) | 2012-11-08 |
CN102428261A (zh) | 2012-04-25 |
US20120152207A1 (en) | 2012-06-21 |
US8996280B2 (en) | 2015-03-31 |
DE102009003214A1 (de) | 2010-11-25 |
JP5591324B2 (ja) | 2014-09-17 |
WO2010133441A1 (de) | 2010-11-25 |
EP2432980B1 (de) | 2015-04-22 |
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