Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
  • F02F3/00—Pistons 
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
  • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
  • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
  • F02B33/22—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with pumping cylinder situated at side of working cylinder, e.g. the cylinders being parallel
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L15/00—Valve-gear or valve arrangements, e.g. with reciprocatory slide valves, other than provided for in groups F01L17/00 - F01L29/00
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
  • F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B19/00—Engines characterised by precombustion chambers
  • F02B19/06—Engines characterised by precombustion chambers with auxiliary piston in chamber for transferring ignited charge to cylinder space
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
  • F02B29/04—Cooling of air intake supply
  • F02B29/045—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly
  • F02B29/0475—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly the intake air cooler being combined with another device, e.g. heater, valve, compressor, filter or EGR cooler, or being assembled on a special engine location
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
  • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
  • F02B33/28—Component parts, details or accessories of crankcase pumps, not provided for in, or of interest apart from, subgroups F02B33/02 - F02B33/26
  • F02B33/30—Control of inlet or outlet ports
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
  • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
  • F02B41/02—Engines with prolonged expansion
  • F02B41/06—Engines with prolonged expansion in compound cylinders
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
  • F02B67/10—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of charging or scavenging apparatus
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
  • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
  • F02D13/0276—Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/02—Valve drive
  • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
  • F01L1/047—Camshafts
  • F01L1/053—Camshafts overhead type
  • F01L1/0532—Camshafts overhead type the cams being directly in contact with the driven valve
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/02—Valve drive
  • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
  • F01L1/047—Camshafts
  • F01L1/053—Camshafts overhead type
  • F01L2001/0535—Single overhead camshafts [SOHC]
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/02—Valve drive
  • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
  • F01L1/047—Camshafts
  • F01L1/053—Camshafts overhead type
  • F01L2001/0537—Double overhead camshafts [DOHC]
• • 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
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies

Definitions

• the invention relates to a method for operating an internal combustion engine and an internal combustion engine operating according to such a method.
• FIG. 1 an illustrated in Fig. 1, which is taken from the cited document, illustrated internal combustion engine having a crankshaft 10 with two adjacent cranks, each connected via a connecting rod 12 and 14 with a compressor piston 16 and a piston 18 are.
• the compressor piston 16 is movable within a compressor cylinder 20.
• the working piston is movable within a working cylinder 22, wherein the working cylinder 22 is preferably lined with a cylinder tube 24.
• the cylinders which are preferably formed within a common cylinder housing 28, are closed by means of a cylinder head 30 which has an end wall 32 in an area overlapping the two cylinders 20 and 22, which closes off upper portions of the cylinders 20 and 22 and a trained in the cylinder head 30 overflow cylinder 33 closes down.
• a compressor chamber 34 is formed whose volume in the top dead center position of the compressor piston 16 shown in FIG. 1 is at least approximately zero.
• a working chamber 36 is formed, into which an injection valve 38 protrudes.
• an overflow piston 40 is movable, which limits an overflow chamber 42.
• a fresh air intake passage 44 is formed, in which a fresh charge intake valve 46 operates, which controls the connection between the fresh charge intake passage 44 and the compression chamber 34.
• fresh charge encompasses the contents "pure fresh air” and “fresh air with added fuel and / or residual gas”.
• an exhaust passage 48 is further formed, in which an exhaust valve 50 operates, which controls the connection between the working chamber 36 and the exhaust passage 48.
• a compression chamber 34 is connected to the overflow chamber 42 connecting overflow opening, in which an overflow valve 52 operates, which opens in a movement away from the compression chamber.
• a shaft of the overflow valve 52 is movably guided in the overflow piston 40 with sealing, the overflow valve 52 being movable against the force of a spring 53 into the overflow piston 40 and preferably being movable out of the overflow piston 40 with a limited stroke.
• valves 46, 50 and 54 serve a Frischladseinlassnocken 56, an exhaust cam 58 and an intake cam 60.
• the transfer piston 40 is actuated by a Kochströmnocken 62.
• the cams are suitably formed on one or more camshafts, which are preferably driven by the crankshaft 10 at the same speed as that of the crankshaft.
• the function of the internal combustion engine is explained in detail in WO2009 / 083182.
• the main advantage that is achieved with the described internal combustion engine compared to conventional internal combustion engines, is that the fresh charge outside the hot working cylinder 22 in the compressor cylinder 20 is compressed by the compressor piston 16 and is pushed into the overflow chamber 42, where they first further compressed by the overflow piston 40 is then pushed through the open inlet valve 54 into the working chamber 36 and burns there after or with the addition of fuel by means of the injection valve 38.
• fuel can be added to the fresh charge already upstream of the inlet valve 54 in the fresh charge inlet duct 44 or in the compressor chamber 34 or in the overflow chamber 42 so that combustible mixture is "injected" into the working chamber 36 through the open inlet valve 54.
• a compressor cylinder is compressed by a one-piece formed with an overflow piston compressor piston fresh air in a compression chamber and pushed through a designed as a simple check valve overflow valve into a cooled buffer chamber inside a cooler, from which the cooled compacted fresh charge through another check valve through at a downward movement of the rigidly connected to the compressor piston overflow piston passes into an overflow chamber, wherein the maximum volumes of the compressor chamber and the overflow chamber are approximately equal and the size of the buffer volume is comparable to the maximum volume of the overflow chamber.
• the vonströrnhunt the fresh air is pushed in an upward stroke of the overflow piston by another overflow chamber limiting check valve and a line 10 through an inlet valve of the working cylinder in the working chamber.
• the invention has the object of developing the generic method and the generic internal combustion engine such that the risk of spontaneous combustion of the mixture upstream of the inlet valve 54 is reduced.
• Claims 5 to 10 are directed to advantageous embodiments of the internal combustion engine according to the invention.
• FIG. 1 is a schematic sectional view of an already explained, known internal combustion engine
• Fig. 2 is a view corresponding to FIG. 1 of an internal combustion engine according to the invention
• Fig. 3 is a detail view of Fig. 2 and
• Fig. 4 shows the internal combustion engine according to FIG. 2 relevant timing charts.
• the transfer chamber 84 is connected to the compression chamber 34 via an overflow passage 92.
• the overflow chamber 82 is connected to the overflow chamber 80 via an overflow passage 94. From the overflow chamber 82, an exhaust passage 96, in which the intake valve 54 operates, leads into the working chamber 36.
• overflow chambers 80, 82, overflow pistons 84, 86, overflow passages 92, 94 as well as the discharge passage 96 and the valves arranged in the passages form an overflow device.
• the structure of the overflow passages 92 and 94 will be explained in more detail with reference to FIG.
• the overflow passage 92 is formed by a through-passage 98, which passes through a wall of the cylinder head 30 and connects the compression chamber 34 with the overflow chamber 80.
• a cooler 100 is used, the heat exchanger channels 102 form the actual fluid passage between the compression chamber 34 and the overflow chamber 80.
• the overflow chamber 80 facing edge of the through hole 98 forms a valve seat 104 for the valve plate of a check valve 106 which opens against the force of a closing spring, not shown, when the pressure in the overflow chamber 80 is smaller than in the compression chamber 34th
• the overflow passage 94 is similar in its basic construction to the overflow passage 92 and has a passage opening 108 in a wall of the cylinder head 30 separating the overflow chambers 80 and 82. In the passage opening 108, a cooler 1 10 is used, the heat exchanger channels 1 12 form the fluid passage between the overflow chambers.
• the overflow chamber 82 facing edge of fürgangsöffhung 108 forms a valve seat for the plate of a check valve 1 16, which opens against the force of a closing spring, not shown, when the pressure in the overflow chamber 82 is lower than the pressure in the overflow 80.
• the check valves 106 and 16 associated, not shown closing springs are known per se in terms of their construction and their arrangement and may be, for example, the shank of the respective valve member surrounding coil springs, which are integrated into the radiator and between the radiator and a collar of the shaft support.
• the closing springs are designed such that the biasing force with which the respective valve member is urged against its seat, is relatively small, so that even a small, effective on the closed valve member in its opening direction pressure difference leads to a valve opening.
• the design of the overflow passage 92 is advantageously such that the minimum volume of the compression chamber 34 in the TDC of the compressor piston 16 is small, advantageously less than 15%, more advantageously less than 1% of the maximum volume of the compression chamber in the BDC of the compressor piston.
• the top of the valve member of the check valve 106 is in its closed state flush with an optionally surrounding edge region of the bottom of the overflow chamber 80, so that the overflow piston 84 in its UT (in Fig. 2 is the overflow piston 84 near its TDC) directly on the valve member is moved up and the remaining volume of the overflow chamber 80 in the UT of the overflow piston 84, which is given by an optional tolerance gap between the overflow piston 84 and the valve member and the volume of the heat exchanger channels 1 12, less than 15%, advantageously less than 1% of the maximum volume the overflow chamber 80 is.
• the overflow piston 84 is constructed such that in his UT the or the piston rings are located immediately above the overflow passage 94 and do not run over the radiator 110.
• the valve member of the check valve 1 16 is designed such that it is flush with the inner wall of the overflow chamber 82 in the closed state, so that virtually no residual volume is present here.
• the one or more piston rings of the overflow piston 86 are arranged such that they do not run over the check valve 1 16.
• the volume of the overflow chamber 82 in the TDC of the overflow piston 86 is advantageously less than 15%, more advantageously less than 1% of the maximum volume of the overflow chamber 82. This is particularly advantageous in design the exhaust passage 96 reaches.
• FIG. 2 The representation of FIG. 2 is schematic. All cams may be disposed on a common camshaft which is rotationally driven by the crankshaft 10 and rotates at the same speed as the crankshaft 10.
• the function of the internal combustion engine according to FIG. 2 is explained below with reference to the control timing diagrams according to FIG. 4, the abscissa indicating the position of the crankshaft in degrees (° CA).
• the working piston 18 hot piston
• the compressor piston 16 cold piston
• the compressor piston 16 is located at 270 ° CA in its OT.
• Curve II (dashed): Stroke of the overflow piston 84 (cold overflow piston); Stroke corresponds to the volume of the overflow chamber 80;
• Curve III (dot-dashed): Stroke of the overflow piston 86 (hot overflow piston); Stroke corresponds to the volume of the overflow chamber 82;
• Curve IV lift of inlet valve 54 (hot spill valve): Curve V (solid): lift of the exhaust valve 50.
• the compressor piston 16 (cold piston) is at 270 ° CA in its top dead center, in which the volume of the compression chamber 34 is approximately zero and the total compressed fresh charge with closed fresh charge inlet valve 46 through the overflow 92 while cooling in the overflow 80th was pushed over.
• the overflow piston 84 (cold overflow piston) is located in the TDC of the compressor piston 16 approximately in its maximum position as shown in FIG. 2, in which the volume of the overflow chamber 80 is maximum.
• the overflow piston 84 begins its downward movement and compresses the fresh charge located in the overflow chamber 80.
• the overflow piston 86 H encompassauerströmkolben
• the overflow piston 86 begins its upward movement, so that the fresh air compressed in the overflow 80 flows through the overflow passage 94 with cooling in the increasing in volume overflow chamber 82 (hot overflow) with open check valve 1 16.
• the overflow piston 84 has moved to its lowermost position, so that virtually the entire compacted fresh charge in the overflow 82, the overflow piston 86 is in its uppermost position, in which he from about 90 ° CA to about 160 ° KW remains due to corresponding contouring of the overflow cam 90.
• the overflow piston 86 moves with a steep flank in its UT, wherein at about 180 ° KW, the inlet valve 54 (hot spill valve) opens and the maximum compressed fresh charge is discharged through the Ausschub thoroughlylass 96 in the working chamber 36.
• the volume of the overflow chamber 82 is minimal.
• the inlet valve 54 closes, so that with downward movement of the working piston 18 (hot piston) burns the pushed out into the working chamber 36 compacted fresh charge under duty.
• the outlet valve 50 starts to open at about 350 ° CA and closes at about 100 ° CA, so that residual gas remaining in the working chamber 36 is further compressed by the working piston 18.
• the opening of the fresh charge inlet valve 46 begins, so that in the downward movement of the compressor piston 16 fresh air or fresh charge flows into the compression chamber 34 and the cycle described begins again.
• the exemplary described control times can be changed as long as the basic principle of the described internal combustion engine is maintained, namely pushing compacted fresh charge from the compression chamber 34 into the overflow chamber 80 with cooling when flowing through the overflow 92; Pushing over the fresh charge in the overflow chamber 80 while cooling in the overflow passage 94 into the overflow chamber 82 and expelling the fresh charge located in the overflow chamber 82 with further compression through the exhaust passage 96 with open inlet valve 54 into the working chamber 36 and the combustion chamber.
• the overflow piston 86 moves downwards with a steep flank and the maximum compressed fresh charge due to the intercooling through the coolers 100 and 110 is maintained below its auto-ignition temperature, is rapidly "injected” into the working chamber 36 where it ignites with further heating.
• diesel fuel is used, complete and soot-free combustion is achieved.
• the described machine can also be operated with spark ignition and / or direct injection into the working chamber 36.
• overflow passage 92 with a radiator 100 and a check valve 106
• multiple overflow passages with coolers and check valves can be used and / or the flow through a radiator can be blocked or released by means of several check valves.
• overflow passage 94 a plurality of overflow passages may be formed between the overflow chambers 80 and 82.
• the movement of the overflow piston 86 is characterized in particular by the following:
• the time course of the pushing or blowing of the compressed fresh charge from the overflow chamber 82 into the working chamber 36 (combustion chamber) substantially determines the course of the combustion. Therefore, the push-out function is relatively steep.
• the pushing out (blowing) preferably begins between about 10 ° to about 0 ° before the TDC of the working piston 18 (hot piston) and ends preferably between about 30 ° and 40 ° after TDC of the working piston 18. To achieve this remains the overflow piston 86 in his OT and its UT over relatively long periods, so that pronounced plateaus arise.
• the phase shift between the compressor piston 16 and working piston 18 is preferably selected such that the highest possible compensation of the second engine order in the engine results.
• Preferred values are 90 ° or 270 ° lag of the working piston 18 (hot piston). At a value of 90 °, however, the time window for the overflow from the compressor side (cold side) to the working side (hot side) are very low, so that a lag of the working piston 18 of 270 ° is preferred.
• the excitations of the first order resulting from this arrangement can be compensated by corresponding balancing masses on the camshafts, since the described engine preferably operates with two camshafts rotating in opposite directions with crankshaft speed.
• the overflow passage from the compression chamber 34 can be designed into the single overflow chamber as the overflow passage 92, ie with effective cooling of the overflowing fresh charge.
• the coolers 100 and 110 may be integrated into a cooling system, with which further areas of the internal combustion engine are cooled or can be traversed by a coolant, which is cooled in a separate circuit of ambient air.
• the maximum volume of the overflow chamber 80 adjacent to the compression chamber 34 is, for example, between 5% and 15%, e.g. 10% of the maximum volume of the compression chamber 34.
• each further transfer chamber following a transfer chamber has a maximum volume, for example 30% to 50%, e.g. 40% of the maximum volume of the preceding overflow chamber.
• the invention has been described above using the example of an internal combustion engine with a compressor cylinder and a working cylinder. It can be provided in each case a plurality of compressor cylinder / working cylinder units, which are connected for example with a common crankshaft. It is also possible to assign a cylinder several compressor cylinders.
• Compressor chamber 96 exhaust passage

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Physics & Mathematics (AREA)
• Thermal Sciences (AREA)
• Supercharger (AREA)
• Combustion Methods Of Internal-Combustion Engines (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Compressors, Vaccum Pumps And Other Relevant Systems (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=44628627

Family Applications (1)

Country Status (7)

Families Citing this family (13)

Citations (4)

Family Cites Families (14)

• 2010
  • 2010-07-23 DE DE102010032055.2A patent/DE102010032055B4/de not_active Expired - Fee Related
• 2011
  • 2011-07-08 JP JP2013519992A patent/JP2013531180A/ja active Pending
  • 2011-07-08 US US13/811,545 patent/US20130118426A1/en not_active Abandoned
  • 2011-07-08 CN CN201180035723.XA patent/CN103154463B/zh not_active Expired - Fee Related
  • 2011-07-08 KR KR1020137003741A patent/KR20130044323A/ko not_active Application Discontinuation
  • 2011-07-08 EP EP11733583.6A patent/EP2596219A2/de not_active Withdrawn
  • 2011-07-08 WO PCT/EP2011/003417 patent/WO2012010265A2/de active Application Filing

Patent Citations (4)

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events