US20050061263A1 - Engine cooling system control apparatus for vehicles and method thereof - Google Patents
Engine cooling system control apparatus for vehicles and method thereof Download PDFInfo
- Publication number
- US20050061263A1 US20050061263A1 US10/749,236 US74923603A US2005061263A1 US 20050061263 A1 US20050061263 A1 US 20050061263A1 US 74923603 A US74923603 A US 74923603A US 2005061263 A1 US2005061263 A1 US 2005061263A1
- Authority
- US
- United States
- Prior art keywords
- engine
- cooling water
- cooling
- temperature
- response
- 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.)
- Abandoned
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Classifications
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- 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
-
- 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
- F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
-
- 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
- F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
-
- 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
- F01P2023/00—Signal processing; Details thereof
-
- 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
- F01P2025/00—Measuring
- F01P2025/08—Temperature
- F01P2025/32—Engine outcoming fluid temperature
-
- 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
- F01P2025/00—Measuring
- F01P2025/60—Operating parameters
- F01P2025/62—Load
-
- 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
- F01P2025/00—Measuring
- F01P2025/60—Operating parameters
- F01P2025/64—Number of revolutions
-
- 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
- F01P2060/08—Cabin heater
-
- 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
- F01P7/048—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using electrical drives
Abstract
An engine cooling system control apparatus for vehicles and a method thereof, wherein an operating load is determined by a throttle position of an engine and engine RPM, a pre-set temperature is determined in response to the operating load, and the pre-set temperature and the engine temperature are compared to control the opening and closing level of an electronic valve means for adjusting the circulating flow of cooling water, whereby the flow of cooling water can be accurately adjusted in response to the operating load condition and temperature of the engine, thereby ensuring optimal control of the cooling water temperature in response to the load condition of the engine and preventing thermal shock and instability in the cooling water temperature.
Description
- This application claims priority of Korean Application No. 10-2003-0065368, filed on Sep. 20, 2003, the disclosure of which is incorporated fully herein by reference.
- The present invention relates to an engine cooling system control apparatus for vehicles and method thereof and, more particularly, to an engine cooling system control apparatus for vehicles and method thereof configured to optimally control a coolant temperature and to prevent thermal shock of a cooling system.
- Generally, water-cooled cooling systems for vehicles are configured such that engine cooling water is ejected from a water pump to sequentially pass through a cylinder block of an engine and a cylinder head to absorb heat from the engine, and is discharged via an outlet in the cylinder head to pass through a heater or a radiator for transfer of the heat. The cooling water is again introduced into the cylinder block via the water pump for circulatory cooling operation. Furthermore, an outlet of an engine is equipped with a thermostat that opens and closes in relation to the cooling water temperature to switch a circulatory route of cooling water.
- However, there are drawbacks to the cooling system according to the prior art thus described in that a circulatory route of cooling water is switched with a predetermined temperature as a starting point regardless of the load condition of the engine. The prior art cooling system causes a sudden flow of water when the thermostat opens to allow cooling water flow through the engine, resulting in a cooling water temperature drop for a preset time, making it impossible to control the cooling water temperature at a constant optimal level and causing thermal shock. This sudden opening and closing of the thermostat also creates inaccuracy in measuring cooling water temperature.
- Embodiments of the present invention provide an engine cooling system control apparatus for vehicles and a method thereof configured to optimally control cooling water temperature in response to the load condition of an engine and to prevent a thermal shock and inaccuracy in measuring cooling water temperature.
- In accordance with a preferred embodiment of the present invention, an engine cooling system control apparatus in an engine cooling system configured to pump cooling water from a water pump to sequentially pass through an engine and a radiator for cooling the engine, comprises electronic valve means for adjusting the amount of cooling water circulating via the radiator. A thermometer detects the temperature of the cooling water as it leaves the engine. A controller controls the operation of the electronic valve means in response to the cooling water temperature detected by the thermometer to maintain an established target temperature.
- In accordance with another embodiment of the present invention, the method for controlling an engine cooling system for vehicles configured to pump cooling water from a water pump to sequentially pass through an engine and a radiator for cooling the engine, comprises: (a) determining an operating load in response to a throttle position of an engine and engine revolutions per minute (RPM); (b) determining a pre-set temperature in response to the operating load; (c) comparing the pre-set temperature with a cooling water temperature; and (d) controlling the operation of the electronic valve means in response to the comparative result of the two temperatures to control the amount of circulating cooling water.
- The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate an embodiment of the invention, and together with the description, serve to explain the principles of the invention.
-
FIG. 1 is a schematic drawing of an engine cooling system for vehicles according to an embodiment of the present invention; and -
FIG. 2 is a flow chart illustrating the operating process of the controller ofFIG. 1 . - The preferred embodiment of the present invention will now be described in detail with reference to the accompanying drawings.
- A preferred embodiment of an engine cooling system for vehicles, as illustrated in
FIG. 1 , includes a first circulatory route wherein cooling water of anengine 2 is pumped from awater pump 1 to pass through a cylinder block and a cylinder head of the engine for absorption of heat generated by theengine 2. The cooling water then passes through aheater core 3 and is introduced into thewater pump 1. The preferred embodiment includes a second circulatory route wherein the cooling water is pumped from awater pump 1 to pass through a cylinder block and cylinder head for absorbing the heat of the engine and then passes through a radiator 4 for discharging the heat. Finally, the cooling water is re-introduced into the cylinder block of theengine 2 via thewater pump 1. - In the first circulatory route, the cooling water flows at all times, and the amount of cooling water circulating therein is so little that the effect on cooling water temperature is minimal. Meanwhile, the amount of cooling water flowing in the second circulatory route is adjusted by electronic valve means 10, 11 and 12.
- The radiator 4 includes cooling fan means 5 for blowing air when the cooling water exceeds a predetermined temperature to improve a heat exchange performance of the radiator 4, and an
outlet thermometer 6 for detecting the temperature of the cooling water at an outlet side of theengine 2 to produce a temperature signal. Acontroller 20 controls the electronic valve means 10, 11 and 12, where the electronic valve means includes avalve 10, amotor 11 and amotor driving part 12. - The
valve 10 is operated by application of power, generated by themotor 11. - For example, the
motor 11 is preferably a stepping motor where detection of rotating position is unnecessary and a rotor is moved to a predetermined position in response to an input signal. Themotor driving part 12 applies power to themotor 11 in response to a signal from thecontroller 20 and drives the motor. - The
controller 20 determines the operating load of theengine 2 in response to a throttle position value input from a throttle position sensor (not shown) of theengine 2 and an engine RPM detection value input from a tachometer (not shown), and determines the temperature of cooling water at an outlet side of theengine 2 in response to a temperature signal input from theoutlet thermometer 6. - Furthermore, the
controller 20 determines the circulatory route of the cooling water and thevalve 10 opening level in response to the operating load thus determined and the cooling water temperature at the outlet side to generate a control signal for operating thevalve 10 in response thereto and sends the control signal to themotor driving part 12. - The control signal generated by the
controller 20 is preferably a Pulse Width Modulation (PWM) signal. - Next, the operating process of the present invention thus constructed will be described with reference to the accompanying drawings, where S denotes a step.
- First, the
controller 20 calculates the throttle position value input from the throttle position sensor (not shown) of theengine 2 and the engine RPM value input from the engine tachometer (not shown) to obtain an operating load value of the engine 2 (S10), and determines whether the operating load of theengine 2 is a pre-set full load operating condition or a pre-set intermediate load operating load (S20). - As a result of the determination at S20, if the operating load is the full load operating condition, the
controller 20 determines a target temperature as a first set temperature (T1) (e.g., approximately 90 degrees Celsius) and detects a current cooling water temperature at the outlet side of theengine 2 in response to a signal input from theoutlet thermometer 6 to compare same with the first set temperature (T1) (S30). - If the cooling water temperature is below the first set temperature (T1) as determined by the comparison at S30, the
controller 20 maintains thevalve 10 in a closed position and the cooling fan means 5 in an OFF state, as the cooling water temperature is relatively low and there is no need for circulation of the cooling water through the radiator 4 (S40). - If the current water temperature is higher than the first set temperature (T1) as determined by the comparison at S30, the
controller 20 generates a control signal to themotor driving part 12 to drivemotor 11 to open thevalve 10 to a pre-set valve opening level (A), and drives the cooling fan means 5 at a low speed (S50), where flow advances to a below-mentioned valve opening and closing level proportional integral (PI) control step (S80). - The
motor driving part 12 activates themotor 11 in response to the control signal of thecontroller 20 to thereby open thevalve 10 to an opening level A. The opening level of thevalve 10 causes the cooling water in the engine to be discharged from thewater pump 1, and the cooling water sequentially passes through a cylinder block and cylinder head of theengine 2 for absorbing the heat of the engine. The cooling water is discharged via an outlet of the cylinder head to discharge the heat via the radiator 4, and is again introduced into the cylinder block of theengine 2 via thewater pump 1 for circulatory cooling. - By way of reference, the valve opening and closing level A is a pre-set value having a smaller amount of cooling water circulating than that of the valve opening and closing level B (described later).
- Meanwhile, as a result of the determination at S20, if the operating load condition of the
engine 2 is not the full load operating condition but an intermediate load operating condition, thecontroller 20 chooses a target temperature as a second set temperature (T2, e.g., 110 degrees Celsius) and detects a current cooling temperature at the outlet side of theengine 2 in response to the signal from theoutlet thermometer 6 to compare same with the second set temperature (T2) (S60). - If the current outlet temperature of the
engine 2 is below the second set temperature (T2) as determined by the comparison at S60, thecontroller 20 maintains thevalve 10 in the closed position, where the flowchart advances to S40 for maintaining the OFF state of the cooling fan means 5 because the cooling temperature is relatively low and cooling water circulation is not required. - As a result of the comparison at S60, if the current outlet temperature of the
engine 2 is higher than the second set temperature (T2), thecontroller 20 generates a control signal for opening thevalve 10 to a pre-set valve opening and closing level to send same to themotor driving part 12, and simultaneously drives the cooling fan means 5 at a low speed (S70), where the flowchart advances to the below-mentioned valve opening and closing level (PI) control step (S80). - The
motor driving part 12 drives themotor 11 in response to the control signal from thecontroller 20 to open thevalve 10 up to the valve opening and closing level (B), and the cooling water of the engine is forced out from thepump 1 in response to the opening level of thevalve 10. The cooling water then sequentially passes through the cylinder block and the cylinder head to absorb the heat of the engine. The cooling water is then discharged via the outlet of the cylinder head to discharge the heat via the radiator 4 and is returned to the cylinder block of theengine 2 via thewater pump 1 to carry out the circulatory cooling process. - By way of reference, the valve opening and closing level B is larger than the aforementioned valve opening and closing level A in terms of allowing flow of cooling water.
- Next, the
controller 20 accurately increases or reduces the valve opening and closing level via a PI control that uses the current engine temperature and the pre-set temperature (T1 or T2) as input parameters, whereby the cooling water temperature can be optimally maintained to meet the targeted pre-set temperature (T1 or T2) (S80). - At the same time, the
controller 20 compares the current cooling temperature with a summed-up value where the pre-set temperature (T1 or T2) is added to a pre-set temperature aggravated value (e.g., approximately 30 degrees Celsius) (S90). - As a result of the comparison at S90, if the current cooling water temperature is larger than the summed-up value, the
controller 20 rotates the cooling fan means 5 at a high speed to increase the heat exchange performance of the radiator 4 because the current cooling water temperature is fairly high, necessitating greater cooling performance (S100). - As a result of the comparison at S90, if the current cooling temperature is below the summed-up value, the
controller 20 re-compares the current cooling temperature with the first set temperature (T1) (S110). - As a result of the comparison at S110, if the current cooling temperature exceeds the first set temperature (T1), the
controller 20 returns to the valve opening and closing level PI control step (S80), and if the current cooling temperature is less than the first set temperature (T1), the flowchart returns to S10 for determining the operating load. - Although the preferred embodiments of the present invention have been disclosed for illustrative purpose, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims.
- As apparent from the foregoing, there is an advantage in the engine cooling system control apparatus for vehicles and a method thereof thus described according to the present invention in that cooling water flow can be accurately adjusted in response to operating load conditions and temperature of an engine, thereby allowing optimal control of cooling water temperature in response to the load conditions of the engine and preventing thermal shock and instability in cooling operation.
Claims (8)
1. An engine cooling system control apparatus for vehicles configured to prompt a pump cooling water to sequentially pass through an engine and a radiator for cooling the engine, wherein the engine cooling system control apparatus comprises:
an electronic valve means for adjusting the amount of cooling water circulating via the radiator;
a thermometer for detecting the temperature of the cooling water having passed through the engine; and
a controller for controlling operation of the electronic valve means in response to comparing the cooling water temperature detected by the thermometer with an established target temperature.
2. The apparatus as defined in claim 1 , wherein said electronic valve means comprises:
a valve the operation of which adjusts the amount of cooling water circulating via the radiator;
a motor for transmitting power to said valve to activate the valve; and
a motor driving part for applying power to the motor to drive the motor in response to a control signal from the controller.
3. The apparatus as defined in claim 1 further comprising:
a throttle position sensor for detecting the throttle position of an engine; and
an tachometer for measuring engine RPM, wherein the controller determines an engine load condition in response to the throttle position detected by the throttle position sensor and an engine RPM measured by the tachometer to determine a target set-up temperature in response to the determined engine load condition.
4. The apparatus as defined in claim 1 further comprising cooling fan means for cooling the radiator, wherein the controller drives the cooling fan means in response to the cooling water temperature and adjusts the speed of the cooling fan means.
5. The apparatus as defined in any one of claims 1 to 4 , wherein the controller determines a valve opening and closing level via proportional integral control using a measured engine cooling water temperature and a target pre-set temperature as input parameters.
6. A vehicle engine cooling system control method configured to pump cooling water from a water pump to sequentially pass through an engine and a radiator for cooling of the engine, wherein the vehicle engine cooling system control method comprises:
determining an operating load in response to the throttle position of an engine and engine RPM;
determining a pre-set temperature in response to the operating load;
comparing the pre-set temperature with actual cooling water temperature; and
controlling the valve opening and closing level of said valve means in response to the comparative result of the two temperatures to control the flow of circulating cooling water.
7. The method as defined in claim 6 , wherein the valve opening and closing level is carried out by a proportional integral control using the actual cooling water temperature and the pre-set temperature thus determined as input parameters.
8. The method as defined in claim 6 further comprising a step of adjusting a cooling fan speed for cooling a radiator and adjusting the speed of the cooling fan in response to the cooling water temperature, wherein the cooling fan speed adjusting step further comprises a step of adjusting the cooling fan speed in response to the comparative result of the current cooling water temperature and a value determined by the set-up temperature determining step and the pre-set temperature value.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020030065368A KR100589140B1 (en) | 2003-09-20 | 2003-09-20 | method for controlling cooling system in automobile |
KR10-2003-0065368 | 2003-09-20 |
Publications (1)
Publication Number | Publication Date |
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US20050061263A1 true US20050061263A1 (en) | 2005-03-24 |
Family
ID=34309468
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/749,236 Abandoned US20050061263A1 (en) | 2003-09-20 | 2003-12-30 | Engine cooling system control apparatus for vehicles and method thereof |
Country Status (5)
Country | Link |
---|---|
US (1) | US20050061263A1 (en) |
JP (1) | JP2005090480A (en) |
KR (1) | KR100589140B1 (en) |
CN (1) | CN100513753C (en) |
DE (1) | DE10359581B4 (en) |
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US20140172273A1 (en) * | 2012-12-13 | 2014-06-19 | GM Global Technology Operations LLC | System and method for controlling torque output of an engine when a water pump coupled to the engine is switched on or off |
US9170570B2 (en) | 2011-06-14 | 2015-10-27 | Toyota Jidosha Kabushiki Kaisha | Cooling apparatus for internal combustion engine |
CN105673181A (en) * | 2016-02-15 | 2016-06-15 | 潍柴动力股份有限公司 | Vehicle thermal management method and vehicle thermal management system |
US20160319759A1 (en) * | 2015-04-28 | 2016-11-03 | Toyota Jidosha Kabushiki Kaisha | Control system for internal combustion engine |
US20170074153A1 (en) * | 2015-09-15 | 2017-03-16 | Toyota Jidosha Kabushiki Kaisha | Cooling device and cooling method for engine |
US10034415B2 (en) * | 2016-12-28 | 2018-07-24 | Jingway Technology Co., Ltd. | Water cooling device |
CN109466314A (en) * | 2018-11-23 | 2019-03-15 | 汽解放汽车有限公司 | A kind of pure electric vehicle commercial vehicle cooling system and control method |
US20200277887A1 (en) * | 2017-08-08 | 2020-09-03 | Audi Ag | Method for operating a drive device of a motor vehicle, and corresponding drive device |
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FR2896271B1 (en) * | 2006-01-19 | 2012-08-17 | Renault Sas | METHOD AND DEVICE FOR CONTROLLING THE TEMPERATURE OF AN INTERNAL COMBUSTION ENGINE |
JP4862456B2 (en) * | 2006-03-31 | 2012-01-25 | マツダ株式会社 | Engine starter |
JP4661927B2 (en) * | 2008-09-17 | 2011-03-30 | トヨタ自動車株式会社 | Engine coolant level determination device |
EP2441935A4 (en) * | 2009-09-08 | 2012-09-19 | Toyota Motor Co Ltd | Cooling system for vehicle |
FR2951114B1 (en) * | 2009-10-13 | 2011-11-04 | Peugeot Citroen Automobiles Sa | COOLING DEVICE FOR A HYBRID VEHICLE |
WO2012086056A1 (en) * | 2010-12-24 | 2012-06-28 | トヨタ自動車株式会社 | Vehicle and control method for vehicle |
KR101409483B1 (en) | 2012-08-07 | 2014-06-18 | 한국기계연구원 | Engine coolant control apparatus and method |
KR101394051B1 (en) * | 2012-12-17 | 2014-05-09 | 현대자동차 주식회사 | Engine cooling system for vehicle and control method in the same |
CN103711566B (en) * | 2013-01-23 | 2016-03-30 | 日立汽车系统(苏州)有限公司 | Engine system |
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US9719406B2 (en) * | 2015-01-09 | 2017-08-01 | GM Global Technology Operations LLC | Engine out coolant temperature correction |
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CN109236450A (en) * | 2018-09-27 | 2019-01-18 | 潍柴动力股份有限公司 | A kind of cooling system of engine, control method and engine |
CN109339933A (en) * | 2018-10-31 | 2019-02-15 | 吉林大学 | Non-minimum phase engine-cooling system temperature control method of water |
CN110848013B (en) * | 2019-10-17 | 2021-11-23 | 江苏大学 | Intelligent thermal management system and control method for alcohol-diesel dual-fuel engine |
CN113147365A (en) * | 2020-08-07 | 2021-07-23 | 长城汽车股份有限公司 | Cooling control method and device for vehicle, storage medium and electronic device |
KR20220038993A (en) * | 2020-09-21 | 2022-03-29 | 현대자동차주식회사 | Method for Prevention Engine Overheat Based on Coolant Temperature and Engine System thereof |
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2003
- 2003-09-20 KR KR1020030065368A patent/KR100589140B1/en not_active IP Right Cessation
- 2003-12-17 JP JP2003420225A patent/JP2005090480A/en active Pending
- 2003-12-18 DE DE10359581A patent/DE10359581B4/en not_active Expired - Fee Related
- 2003-12-24 CN CNB2003101230750A patent/CN100513753C/en not_active Expired - Fee Related
- 2003-12-30 US US10/749,236 patent/US20050061263A1/en not_active Abandoned
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Also Published As
Publication number | Publication date |
---|---|
DE10359581A1 (en) | 2005-05-04 |
KR20050029056A (en) | 2005-03-24 |
CN100513753C (en) | 2009-07-15 |
CN1598262A (en) | 2005-03-23 |
DE10359581B4 (en) | 2006-11-09 |
JP2005090480A (en) | 2005-04-07 |
KR100589140B1 (en) | 2006-06-12 |
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