SE517221C2 - Method and apparatus for controlling the intake air temperature in an internal combustion engine - Google Patents
Method and apparatus for controlling the intake air temperature in an internal combustion engineInfo
- Publication number
- SE517221C2 SE517221C2 SE9900300A SE9900300A SE517221C2 SE 517221 C2 SE517221 C2 SE 517221C2 SE 9900300 A SE9900300 A SE 9900300A SE 9900300 A SE9900300 A SE 9900300A SE 517221 C2 SE517221 C2 SE 517221C2
- Authority
- SE
- Sweden
- Prior art keywords
- switched
- ignition angle
- cooling
- cooling device
- ignition
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/20—Cooling circuits not specific to a single part of engine or machine
-
- 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
- F02B29/0493—Controlling the air charge temperature
-
- 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
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/20—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for cooling
- F02M31/205—Control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/02—Intercooler
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/02—Controlling of coolant flow the coolant being cooling-air
- F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/14—Controlling of coolant flow the coolant being liquid
- F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
- F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump speed
-
- 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
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0425—Air cooled heat exchangers
-
- 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
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0437—Liquid cooled heat exchangers
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
20 25 30 517 221 Uppfinningens fördelar Den nänmda uppgiften löses med käimeteclmen i krav 1 respektive krav 4 genom att kylanordningen kopplas in då knackningsbenägenheten i motom överstiger ett förut- bestämbart gränsvärde. Ty motoms knackningsbenägenhet är ett tillförlitligt tecken på en verkningsgradsförlust, som kan motverkas genom en insugningsluftkylning. Advantages of the invention The said object is solved with the core metal in claim 1 and claim 4, respectively, in that the cooling device is switched on when the tendency to knock in the motor exceeds a predeterminable limit value. For the engine's tendency to knock is a reliable sign of a loss of efficiency, which can be counteracted by an intake air cooling.
Genom att kylanordningen kopplas in endast i motoms övre belastningsområde, ger den heller inga störande fläktljud under motoms tomgång.By switching on the cooling device only in the upper load range of the motor, it also does not emit any disturbing noise during the engine idling.
Fördelaktiga utíöringsfonner av uppfmningen framgår ur de oberoende kraven.Advantageous embodiments of the invention appear from the independent claims.
På så sätt kan knackningsbenägenheten som indikator fastställa fördröjningständ- ningsvinkeln eller tändningsvinkelverlmirigsgraden. Kylanordningen kopplas in, när antingen fördröjningständningsvinkeln eller tändningsvinkelverkningsgraden under- stiger ett förutbestämbait gränsvärde. Detta kan också användas som en medelstorhet över alla beñntliga cylindrar av fördröjningständningsvinkeln respektive tändnings- vinkelverkningsgrader som inställningsstorhet för kylanordningen.In this way, the tendency to knock can, as an indicator, determine the delay ignition angle or the ignition angle of rotation. The cooling device is switched on when either the delay ignition angle or the ignition angle efficiency falls below a predetermined limit value. This can also be used as an average quantity over all finite cylinders of the delay ignition angle and ignition angle efficiencies, respectively, as the setting quantity for the cooling device.
För styrning av kylningen kan en kylfläkt 10 eller för en lufi/vattenkylare kan en styrbar kyhnedelspump sättas in. En annan variant består av en kylare med en förbi- ledning, i vilken är insatt en styrbar bypassventil.For controlling the cooling, a cooling fl genuine 10 or for a lu fi / water cooler a controllable cooling material pump can be used. Another variant consists of a cooler with a bypass, in which a controllable bypass valve is inserted.
Beskrivning av utföringsexemplen Med ledning av flera på ritningarna framställda utfóringsexempel beskrivs i de föl- jande uppfinningen närmare.Description of the exemplary embodiments On the basis of the exemplary embodiments presented in the drawings, the following is described in more detail in the following invention.
Fig 1 visar ett schematiskt kopplingsschema av en törbränningsmotor med en anord- ning för kylning av insugningslufttemperaturen enligt uppfinningen, ÉTIIÉ fllilš lll? lll! 10 15 20 25 30 517 221 Fig 2 visar ett funktionsdiagram för fastställande av en inställningsstorhet för en ky- lanordning och Fig 3 visar ett kvalitativt förlopp hos tändningsvinkelverkriingsgraden.Fig. 1 shows a schematic wiring diagram of a dry combustion engine with a device for cooling the intake air temperature according to the invention, ÉTIIÉ fllilš lll? lll! Fig. 2 shows a function diagram for determining a setting variable for a cooling device and Fig. 3 shows a qualitative course of the ignition angle degree of ignition.
I F ig 1 fiarnställs en förbränningsmotor 1 med dess luftinsugningsrör 2. I luftinsug- ningsröret 2 befmner sig på känt sätt en strypventil 3 och en sensor 4 för strypven- tilsvinkeln ot. Dessutom är i luftinsugningsröret 2 anordnade en sensor 5 för insug- ningslufttrycket pd och en sensor 6 för massan av den insugna luften lm. Förbrän- ningsmotom 1 är utrustad med en sensor 7 för motorvarvtalet n och med en sensor 8 för inställning av vevaxeln kw.In Fig. 1 fi an internal combustion engine 1 is fitted with its air intake pipe 2. In the air intake pipe 2 there is in a known manner a throttle valve 3 and a sensor 4 for the throttle angle ot. In addition, a sensor 5 for the intake air pressure pd and a sensor 6 for the mass of the intake air lm are arranged in the air intake pipe 2. The internal combustion engine 1 is equipped with a sensor 7 for the engine speed n and with a sensor 8 for setting the crankshaft kw.
Vid luftinsugningsröret 2 är installerat en kylanordning 9, vilken tjänar till att reglera insugningslufttemperaturen. Kylanordningen 9 kan antingen vara en ren luft/luftkylare eller en luft/vattenkylare. I det framställda utföringsexemplet har kyl- anordningen 9 en fläkt 10 med en motor ll. I motoms undre belastningsområde kopplas kylfläkten 10 ur, eftersom en så hög insugningslufttemperatur som möjligt är fiördelaktig i detta driftsornråde, då densiteten hos laddluften sjunker med högre tem- peratur, varför strypventilen öppnar och strypförlustema av denna anledning sjunker, varvid motorns verkningsgrad mätbart förbättras. Då en hög insugningslufttempera- tur i motorns övre belastningsoniråde leder till verkningsgradsfiörluster, kopplas kyl- fläkten 10 in i detta dliftområde.A cooling device 9 is installed at the air intake pipe 2, which serves to regulate the intake air temperature. The cooling device 9 can be either a clean air / air cooler or an air / water cooler. In the embodiment shown, the cooling device 9 has a real 10 with a motor 11. In the lower load range of the engine, the cooling shaft 10 is switched off, since as high an intake air temperature as possible is fatal in this operating range, as the density of the charge air decreases with higher temperature, so the throttle valve opens and the throttle losses decrease, thereby improving the engine efficiency. When a high intake air temperature in the upper load zone of the engine leads to efficiency fi losses, the cooling 10 10 is engaged in this lift range.
För att undvika verkningsgradstörluster i förbränningsmotom 1 på grund av för hög eller för låg insugningslufttemperatlir, beror det väsentligen på vid vilken tidpunkt respektive i vilket driftstillstånd som kylfläkten 10 kopplas in respektive ur. En in- ställningsstorhet gbs för in- respektive urkopplingen av kylfläkten 10 matar en styr- anordning 12. Då verkningsgraden i förbränningsmotorn i övre belastningsornrådet till följd av tilltagande knacknirigsbenägenhet minskas, används knackningsbenägen- heten som kriterium för inkopplingen av kylfläkten 10. Styranordningen 12 detekte- TH' Hïlliš 51"' EH 'IIÜ 'llšl 10 15 20 25 30 517 221 4 rar således motoms knackningsbenägenhet och anger styrningsstorheten gbs för in- koppling av kylfläkten 10, när knackningsbenägenheten överskrider ett förutbestäm- bart gränsvärde.In order to avoid efficiency losses in the internal combustion engine 1 due to too high or too low intake air temperatures, it essentially depends on at what time and in which operating condition the cooling shaft 10 is switched on and off, respectively. A setting variable gbs for the switching on and off of the cooling shaft 10 feeds a control device 12. When the efficiency of the internal combustion engine in the upper load range is reduced due to increasing cracking tendency, the knocking tendency is used as a criterion for switching on the cooling shaft 12. TH 'Hïlliš 51 "' EH 'IIÜ' llšl 10 15 20 25 30 517 221 4 thus indicates the knocking tendency of the motor and indicates the control variable gbs for switching on the cooling shaft 10, when the knocking tendency exceeds a predetermined limit value.
Hur knackningsbenägenheten kan detekteras i styranordningen 12, visar exempelvis fimktionsdiagrammet i Fig 2. I detta ftmktionsdíagram utgås från, att tändningsvin- kelverkningsgraden är en indikator för lcnaclcnjngsbenägenheten i förbränningsmo- tom. Ur DE 196 18 893 Al framgår, att tändníngsvinkelverkningsgraden norrnalise- ras beroende på motorvarvtalet och motorbelastningen, för att genom fyllningsgrads- förändring och tändningsvinkeljnställning ställa in motoms optimala börmoment.How the knocking tendency can be detected in the control device 12 is shown, for example, in the action diagram in Fig. 2. In this function diagram it is assumed that the ignition angle efficiency is an indicator of the ignition tendency in the internal combustion engine. DE 196 18 893 A1 shows that the ignition angle efficiency is normalized depending on the engine speed and engine load, in order to set the engine's optimum torque by changing the degree of filling and ignition angle adjustment.
Ur ett indikationsfält KF1 som beror på strypventilsvínkeln ot och insugningsluft- trycket pd eller insugnirtgsluftrrrassan lm kan motorbelastningen rl utläsas. Motorbe- lastningen rl och motorvarvtalet n tillförs ett indikationsfält KF2 och ett ytterligare indikationsfált KF3. Ur indikationsfältet KF2 följer den optimala tändníngsvinkeln zwopt, vid vilken förbränningsmotorn har den högsta verkningsgraden, och ur indi- kationsfältet KF 3 följer den aktuella tändningsvinkeln zw. I fórbindelsepunkten VZP fastställs skillnaden dzw mellan den optimala tändningsvinkeln zwopt och den aktu- ella tändningsvinkeln zw. Differensvärdet dzw omvandlas till en indikationslinje KL i tändningsvmkelverkningsgraden etazw. Ett kvalitativt indikationslinjeförlopp for tändningsvinkelverkningsgraden etazw beroende på skillnaden dzw mellan den aktu- ella tändningsvinkeln zw och den optimala tändningsvinkeln zwopt visas i Fig 3.From an indication field KF1 which depends on the throttle valve angle ot and the intake air pressure pd or the intake air terrace lm, the engine load rl can be read. The motor load rl and the engine speed n are applied to an indication field KF2 and an additional indication field KF3. From the indication field KF2 follows the optimal ignition angle zwopt, at which the internal combustion engine has the highest efficiency, and from the indication field KF 3 follows the current ignition angle zw. At the connection point VZP, the difference dzw is determined between the optimal ignition angle zwopt and the current ignition angle zw. The difference value dzw is converted to an indication line KL in the ignition frequency efficiency etazw. A qualitative indication line sequence for the ignition angle efficiency etazw depending on the difference dzw between the current ignition angle zw and the optimal ignition angle zwopt is shown in Fig. 3.
Slutligen genomgår tändningsvinkelverkningsgraden etazw ett gränsvärdesbeslut SE.Finally, the ignition angle efficiency etazw undergoes a limit value decision SE.
Underskrider nämligen tändningsvinkelsverlmingsgraden etazw ett i gränsvärdesbe- slutaren SE förutbestämbart gränsvärde, så avger gränsvärdesbeslutaren SE inställ- ningsstorheten gbs för inkoppling av kylfläkten 10. Detta gränsvärde hos gränsvär- desbeslutaren SE är optimerat med avseende på verkningsgraden beroende på insug- ningslufttemperaturen. lll' Illlliï lll ' ïlílš 10 15 517 221 5 Som indikator för knackningsbenägenheten kan också fördröjningständningsvinkeln användas, vilken låter sig bestämmas ur indikationsfaltet KF 3.Namely, if the ignition angle warming rate etazw falls below a predetermined limit value in the limit value decision SE, the limit value decision-maker SE gives the setting variable gbs for switching on the cooling unit 10. This limit value of the limit value decision-maker SE is optimized with respect to the suction temperature. lll 'Illlliï lll' ïlílš 10 15 517 221 5 As an indicator of the tendency to knock, the delay ignition angle can also be used, which can be determined from the indication field KF 3.
Eftersom knacknirigsregleringen vanligtvis fungerar cylinderselektivt och tändnings- vinklarna för de enskilda cylindrama därför kan ställas in olika, har cylindrarna ock- så olika fördröjningständningsviriklar och olika tändningsvinkelverkningsgrader. Det är därför ändamålsenligt att bestämma en medeltändnjngsvirikelverlniingsgrad fór alla cylindrar eller en medeliördröjningständningsvinkel for alla cylindrar, for att beroende på dessa styra kylfläkten 10. I enklaste fallet genomförs en aritrnetisk nor- malisering av fördröjningständningsvirildarna respektive av tändningsvinkelverk- ningsgraderna.Since the knockout control usually operates in a cylinder-selective manner and the ignition angles of the individual cylinders can therefore be set differently, the cylinders also have different delay ignition coils and different ignition angle efficiencies. It is therefore expedient to determine an average ignition rate of rotation for all cylinders or an average displacement ignition angle for all cylinders, in order to control the cooling shaft 10 in these cases.
Alternativt till styrning av kylningen via en kylfläkt 10 kan vid luft/vattenkylare en styrbar kylmedelspump sättas in. En annan variant består av en kylare med en forbi- ledning, i vilken befinner sig en styrbar bypassventil. lll ' IlÉlI ' lfiï ïlillä'As an alternative to controlling the cooling via a cooling fl genuine 10, a controllable coolant pump can be used for air / water coolers. Another variant consists of a radiator with a bypass, in which a controllable bypass valve is located. lll 'IlÉlI' l fi ï ïlillä '
Claims (6)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19803853A DE19803853C1 (en) | 1998-01-31 | 1998-01-31 | Intake air temperature regulation for internal combustion engine |
Publications (3)
Publication Number | Publication Date |
---|---|
SE9900300D0 SE9900300D0 (en) | 1999-01-29 |
SE9900300L SE9900300L (en) | 1999-08-01 |
SE517221C2 true SE517221C2 (en) | 2002-05-07 |
Family
ID=7856292
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
SE9900300A SE517221C2 (en) | 1998-01-31 | 1999-01-29 | Method and apparatus for controlling the intake air temperature in an internal combustion engine |
Country Status (4)
Country | Link |
---|---|
JP (1) | JPH11270421A (en) |
DE (1) | DE19803853C1 (en) |
FR (1) | FR2774429B1 (en) |
SE (1) | SE517221C2 (en) |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7158868B2 (en) | 2001-06-27 | 2007-01-02 | Robert Bosch Gmbh | Method and device for consistent bidirectional analysis of engine characteristics map data |
DE10330611B4 (en) | 2003-07-07 | 2019-05-16 | Robert Bosch Gmbh | Method and device for operating a drive unit with an internal combustion engine |
DE102006038284B4 (en) * | 2006-08-16 | 2012-12-27 | Würz Energy GmbH & Co. KG | Method for operating a vegetable oil-powered internal combustion engine |
DE102009018235A1 (en) | 2009-02-23 | 2010-09-23 | Karlheinrich Winkelmann | Internal combustion engine is provided with combustion air that is conditioned by air conditioner, where automatic control controls air conditioning in such manner that temperature of combustion air remains at predetermined temperature |
JP5364409B2 (en) * | 2009-03-25 | 2013-12-11 | 本田技研工業株式会社 | Control device for internal combustion engine |
IT1401052B1 (en) * | 2010-07-23 | 2013-07-12 | Ciaccini | DEVICE FOR AIR SUCTION COOLING OF AN ENDOTHERMAL ENGINE |
DE102010055140A1 (en) | 2010-12-18 | 2012-06-21 | Karlheinrich Winkelmann | Method for increasing specific power of turbocharged internal combustion engine, particularly direct-injection petrol engine, involves bringing combustion air before entering into charging unit |
DE102019113884A1 (en) * | 2019-05-24 | 2020-11-26 | Bayerische Motoren Werke Aktiengesellschaft | Method and control unit for operating an internal combustion engine |
US11131259B1 (en) * | 2020-12-11 | 2021-09-28 | Tula Technology, Inc. | Optimizing combustion recipes to improve engine performance and emissions for variable displacement engines |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3102299A1 (en) * | 1981-01-24 | 1982-08-19 | Atlas Aluminium-Fahrzeugtechnik Gmbh, 5980 Werdohl | "IGNITION DEVICE WITH KNOCK MEASURING DEVICE" |
DE3434173C1 (en) * | 1984-09-18 | 1985-10-31 | Daimler-Benz Ag, 7000 Stuttgart | Device for cooling the combustion air of a pressure-charged internal combustion engine |
DE3627312A1 (en) * | 1985-08-22 | 1987-02-26 | Volkswagen Ag | Internal combustion engine with a charge air compressor and charge air cooler |
DE4344138A1 (en) * | 1993-12-23 | 1995-06-29 | Bosch Gmbh Robert | Method and device for controlling an internal combustion engine |
DE19618893A1 (en) | 1996-05-10 | 1997-11-13 | Bosch Gmbh Robert | Method and device for controlling an internal combustion engine |
JPH11210481A (en) * | 1998-01-30 | 1999-08-03 | Toyota Motor Corp | Intake device for internal combustion engine |
-
1998
- 1998-01-31 DE DE19803853A patent/DE19803853C1/en not_active Expired - Fee Related
-
1999
- 1999-01-28 FR FR9900938A patent/FR2774429B1/en not_active Expired - Fee Related
- 1999-01-28 JP JP11019949A patent/JPH11270421A/en active Pending
- 1999-01-29 SE SE9900300A patent/SE517221C2/en not_active IP Right Cessation
Also Published As
Publication number | Publication date |
---|---|
JPH11270421A (en) | 1999-10-05 |
FR2774429B1 (en) | 2001-09-21 |
SE9900300L (en) | 1999-08-01 |
FR2774429A1 (en) | 1999-08-06 |
SE9900300D0 (en) | 1999-01-29 |
DE19803853C1 (en) | 1999-04-15 |
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NUG | Patent has lapsed |