US20130092114A1 - Method and device for operating an internal combustion engine in the event of a fault in a crankshaft sensor - Google Patents

Method and device for operating an internal combustion engine in the event of a fault in a crankshaft sensor Download PDF

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Publication number
US20130092114A1
US20130092114A1 US13/635,832 US201113635832A US2013092114A1 US 20130092114 A1 US20130092114 A1 US 20130092114A1 US 201113635832 A US201113635832 A US 201113635832A US 2013092114 A1 US2013092114 A1 US 2013092114A1
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United States
Prior art keywords
camshaft
combustion engine
internal combustion
crankshaft
rotation
Prior art date
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Abandoned
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US13/635,832
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English (en)
Inventor
Elmar Pietsch
Ulrich-Michael Nefzer
Carsten Deringer
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Robert Bosch GmbH
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Individual
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Filing date
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Assigned to ROBERT BOSCH GMBH reassignment ROBERT BOSCH GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: PIETSCH, ELMAR, NEFZER, ULRICH-MICHAEL, DERINGER, CARSTEN
Publication of US20130092114A1 publication Critical patent/US20130092114A1/en
Abandoned legal-status Critical Current

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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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • 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
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • 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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • 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
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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
    • 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]
    • 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L2001/34486—Location and number of the means for changing the angular relationship
    • F01L2001/34496—Two phasers on different camshafts
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/11—Fault detection, diagnosis
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/12—Fail safe operation
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/04—Sensors
    • F01L2820/041—Camshafts position or phase sensors
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/04—Sensors
    • F01L2820/042—Crankshafts position

Definitions

  • the present invention relates to a method for operating an internal combustion engine in the event of a fault in a crankshaft sensor, the internal combustion engine having at least two camshafts and a rotational speed and/or a position of the internal combustion engine being derived from a signal taken from the camshaft, and to a device for implementing the method.
  • this speed is derived from the rotational speed of a crankshaft, which is driven by the mechanical energy generated in the combustion process.
  • the crankshaft is scanned by a crankshaft sensor, which detects the speed and position of the crankshaft.
  • the signal is provided by a suitable sensor, which is evaluated in a control unit as a measure for the speed and/or the position of the internal combustion engine. In the process, the injection and ignition point of the internal combustion engine is determined.
  • crankshaft emergency operating mode in which the position of the internal combustion engine is determined from the position of a camshaft, which is likewise driven by the crankshaft.
  • a precondition for this crankshaft emergency operating mode is that the camshafts must be fixed in a certain position with respect to the crankshaft so that it is possible to determine the position of the internal combustion engine precisely. The camshafts are thus no longer available for a camshaft adjustment in the various operating ranges of the internal combustion engine, which results in a deterioration of the exhaust gas performance of the internal combustion engine.
  • the present invention is thus based on the objective of indicating a method and a device for operating an internal combustion engine in the event of a fault or the failure of a crankshaft sensor, in which the exhaust gas performance of the internal combustion engine is improved even in a crankshaft emergency operating mode.
  • the objective is achieved by the fact that only a first camshaft is used to determine the speed and/or the position of the internal combustion engine, while the second camshaft is adjusted in its angle of rotation in order to set a variable valve operating mechanism on the intake and exhaust valves of the internal combustion engine that are driven by the second camshaft.
  • This has the advantage that the speed and/or position of the internal combustion engine determined during the crankshaft emergency operating mode may be determined reliably and precisely by a single camshaft.
  • variable valve opening times continue to be set with the aid of the second camshaft. Turning the second camshaft out of its original position improves the exhaust gas performance of the internal combustion engine, the positive influence on the exhaust gas performance remaining in effect even during the crankshaft emergency operating mode.
  • the adjustment of the valve opening times allows for an increase in the efficiency of the internal combustion engine, which is shows its effect in a performance and torque gain or a reduction in fuel consumption.
  • the first camshaft assumes a reference position with respect to a crankshaft driven by the internal combustion engine and rotates in a specified transmission ratio with respect to the crankshaft, the rotary motion of the camshaft being detected by a camshaft sensor.
  • Setting the reference position effects a fixed and unambiguous association of the motion of the camshaft in relation to the motion of the crankshaft such that this may be used to determine the position of the internal combustion engine reliably.
  • the first camshaft situated in the reference position with respect to the crankshaft opens and/or closes the exhaust valves of the internal combustion engine
  • the second camshaft that has been turned out of its original position opens and/or closes the intake valves of the internal combustion engine.
  • the intake and exhaust valve control times are changed as a function of the rotational speed in order to achieve the most efficient cylinder charge in all speed ranges.
  • the desired effect of the exhaust gas reduction may already be achieved solely by turning the camshaft that controls the intake valves out of its original position.
  • One camshaft thus suffices for setting the variable valve operating mechanism.
  • Such an adjustment of the exhaust camshaft additionally allows for a variation of the internal exhaust gas recirculation in the form of reducing the nitrogen oxide emission.
  • the simultaneous adjustment of the intake and exhaust camshafts increases the possibility that the opening times of the intake and exhaust valves will overlap, which results in an even better optimization of the gas streams in the internal combustion engine.
  • the camshafts are adjusted in their angle of rotation as a function of the speed of rotation and/or the position of the internal combustion engine detected by the camshaft sensor. Since the adjustment of the camshaft effects a change in the angle of rotation in relation to the crankshaft and since this adjustment depends on the ascertained speed of the internal combustion engine, in the event of a crankshaft emergency operating mode, the angle of rotation is ascertained as a function of the speed determined with the aid of the first camshaft.
  • the camshaft driven by the crankshaft is shifted from its specified position with respect to the crankshaft so as to change the control times of the intake or exhaust valves of the internal combustion engine.
  • This adjustment occurs simply in a mechanical manner since a hydraulic phase adjuster is situated between the crankshaft and the camshaft, which is situated at the end of each camshaft for transmitting force.
  • the adjustment of the second camshaft occurs between two permanently defined angles of rotation within an adjustment range of the second camshaft. This reduces the control effort required for the phase adjuster.
  • the adjustment range typically amounts to 60° of the crankshaft.
  • the adjustment of the second camshaft occurs steplessly within the adjustment range of the camshaft.
  • the stepless adjustment of the camshaft makes it possible to react comfortably to various operating states of the internal combustion engine and thus to adjust the exhaust gas performance of the internal combustion engine advantageously.
  • a further development of the present invention relates to a device for operating an internal combustion engine in the event of a fault in a crankshaft sensor, the internal combustion engine having at least two adjustable camshafts and a rotational speed and/or the position of the internal combustion engine being ascertained from a signal taken from the camshaft rotation.
  • a first camshaft is used to determine the speed of the internal combustion engine, while means are provided for adjusting the second camshaft in its angle of rotation in order to set a variable valve operating mechanism on the intake or exhaust valves of the internal combustion engine that are driven by the second camshaft.
  • the first and the second camshaft are controlled in their respective rotary motion by a control unit
  • the control unit which sets the first camshaft in a reference position with respect to the crankshaft, is connected to a camshaft sensor that detects the rotary motion of the first camshaft, from which the control unit determines the speed and/or the position of the internal combustion engine and as a function of the ascertained speed or position of the internal combustion engine controls an adjusting device connected to the second camshaft for turning the angle of rotation of the second camshaft out of its original position.
  • variable valve opening times are set using the second camshaft even in a crankshaft emergency operating mode.
  • a suitable actuating mechanism is used as an actuator, which operates electrically or hydraulically and performs this adjustment simply in a mechanical manner, and which for transmitting force is situated at the end of each camshaft.
  • FIG. 1 shows the basic structure of a V-shaped internal combustion engine having 4 camshafts.
  • FIG. 2 shows a basic representation for situating a crankshaft sensor and a camshaft sensor in a V-shaped internal combustion engine as shown in FIG. 1 .
  • FIG. 3 shows a camshaft including a camshaft adjuster.
  • FIG. 1 shows a basic representation of an internal combustion engine 1 in the shape of a V.
  • cylinders 2 of internal combustion engine 1 are arranged in a v-shape on two planes 3 , 4 , a crankshaft 5 being situated at the intersection of the two planes 3 , 4 .
  • Each plane 3 , 4 is typically called a bank.
  • Each cylinder 2 is equipped with one or more intake valves 6 and one exhaust valve 7 . Fresh air and fuel are conveyed through intake valve 6 into the respective cylinder 2 of internal combustion engine 1 , while the combustion products of cylinder 2 in the form of exhaust gas are discharged from internal combustion engine 1 via exhaust valve 7 .
  • Intake valves 6 of first plane 3 of cylinders 2 are connected to a first camshaft 8 , while exhaust valves 7 of first plane 3 are operated by a second camshaft 10 .
  • intake valves of second plane 4 of cylinders 2 connect to a third camshaft 9
  • exhaust valves 7 of second plane 4 work together with a fourth camshaft 11 .
  • Each camshaft 8 , 9 , 10 , 11 has an eccentric cam (protrusion) for each valve 2 , which cam is not shown. Since the camshaft rotates about its own axis, this rotary motion being converted into a short longitudinal movement by the cam, the intake or exhaust valve 6 , 7 associated with the cam is opened. As the cam continues to rotate, valve 6 , 7 is closed again by a valve spring 19 ( FIG. 3 ).
  • a speed sensor wheel 12 in the form of a toothed wheel is situated at one end of crankshaft 5 , which is shown in FIG. 2 next to the sketched internal combustion engine 1 .
  • Speed sensor wheel 12 has a defined number of teeth 13 made of iron or steel, which are arranged continuously on the circumference of speed sensor wheel 12 and are interrupted by one gap or multiple gaps 14 .
  • a crankshaft sensor 15 is situated across from speed sensor wheel 12 , which scans the teeth and the gap(s) 14 in that a magnetic field, which crankshaft sensor 15 spans using a magnet, is interrupted by teeth 13 , whereby an alternating voltage is induced in a coil of crankshaft sensor 15 , which the latter transmits to a control unit 16 for analysis.
  • Gap 14 of crankshaft sensor wheel 12 signals that crankshaft 5 has completed one turn, which indicates the end of a working cycle of a cylinder 2 .
  • a camshaft sensor wheel 17 is situated on each camshaft 8 , 9 , 10 , 11 , which is shown in FIG. 2 only in the example of camshaft 9 .
  • This camshaft sensor wheel 17 also has teeth that are interrupted by gaps.
  • Camshaft sensor wheel 17 is not subdivided in as differentiated a manner as crankshaft sensor wheel 12 , which has 60 -2 teeth, while camshaft sensor wheel 17 in the present example has only 3 teeth.
  • Camshafts 8 , 9 , 10 , 11 are driven by crankshaft 5 via a transmission (not shown), the transmission having a transmission ratio such that camshafts 8 , 9 , 10 , 11 only rotate half as fast as crankshaft 5 .
  • camshaft 8 , 9 , 10 , 11 In order to vary the control time of the intake and exhaust valves by camshaft 8 , 9 , 10 , 11 , the respective camshaft 8 , 9 , 10 , 11 is turned by a certain angle out of its original position with respect to crankshaft 5 .
  • the adjustment of camshaft 8 , 9 , 10 , 11 occurs as a function of the rotational speed of internal combustion engine 1 and means that the opening of the intake or exhaust valve 6 , 7 is changed with respect to the crank angle of crankshaft 5 .
  • a hydraulic camshaft adjuster 20 is used, for example, as is shown in FIG. 3 in connection with camshaft 9 .
  • a toothed wheel 21 of the transmission turns camshaft 9 .
  • Camshaft adjuster 20 which is likewise connected to control unit 16 and is controlled by the latter, shifts the position of camshaft 9 with respect to toothed wheel 21 such that valve 2 is closed earlier or later, whereby an increase in the efficiency of internal combustion engine 1 is achieved.
  • crankshaft emergency operating mode one of the four camshafts 8 , 9 , 10 , 11 of internal combustion engine 1 is brought into a reference position with respect to crankshaft 5 .
  • this is camshaft 11 , which controls exhaust valves 7 of second plane 4 of cylinders 2 .
  • This reference position creates a fixed relationship between the motion of crankshaft 5 and of camshaft 11 , whereby the engine position may be determined in a defined manner.
  • a camshaft sensor wheel 17 is situated at one end on this camshaft 11 as well, which has a camshaft sensor 18 across from it ( FIG. 2 ).
  • the magnetic field of the camshaft sensor 15 which is developed as a Hall sensor, is modified by the individual teeth of camshaft sensor wheel 17 , which is transmitted as a signal to control unit 16 , which derives the speed and position of internal combustion engine 1 from this signal.
  • the remaining three camshafts 8 , 9 , 10 which are not needed for determining the position and speed of internal combustion engine 1 , are available for adjustment, whereby the exhaust gas performance of internal combustion engine 1 is improved by controlling the two intake camshafts 8 , 9 and the remaining exhaust camshaft 10 . Because of the fact that multiple camshafts are available for adjustment in the already described manner, intake and exhaust control times may be set that bring about a most efficient cylinder charge in all speed ranges of internal combustion engine 1 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
US13/635,832 2010-03-19 2011-03-01 Method and device for operating an internal combustion engine in the event of a fault in a crankshaft sensor Abandoned US20130092114A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102010003051.1 2010-03-19
DE102010003051A DE102010003051A1 (de) 2010-03-19 2010-03-19 Verfahren und Vorrichtung zum Betreiben eines Verbrennungsmotors bei einer Störung eines Kurbelwellensensors
PCT/EP2011/053026 WO2011113690A1 (de) 2010-03-19 2011-03-01 Verfahren und vorrichtung zum betreiben eines verbrennungsmotors bei einer störung eines kurbelwellensensors

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US20130092114A1 true US20130092114A1 (en) 2013-04-18

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US13/635,832 Abandoned US20130092114A1 (en) 2010-03-19 2011-03-01 Method and device for operating an internal combustion engine in the event of a fault in a crankshaft sensor

Country Status (6)

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US (1) US20130092114A1 (zh)
EP (1) EP2547876B1 (zh)
KR (1) KR101680929B1 (zh)
CN (1) CN102791964B (zh)
DE (1) DE102010003051A1 (zh)
WO (1) WO2011113690A1 (zh)

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US20140195186A1 (en) * 2011-08-04 2014-07-10 Continental Automotive Gmbh Automatic calibration method for a motor vehicle a camshaft sensor
US9194321B1 (en) * 2014-08-27 2015-11-24 GM Global Technology Operations LLC System and method for diagnosing a fault in a camshaft position sensor and/or a crankshaft position sensor
US20190003407A1 (en) * 2017-06-29 2019-01-03 Hyundai Motor Company Method for reinforcing anti-engine stall and vehicle
US10590844B2 (en) * 2017-07-11 2020-03-17 GM Global Technology Operations LLC Internal combustion engine
US10954829B2 (en) 2018-12-19 2021-03-23 Borgwarner, Inc. Oldham flexplate for concentric camshafts controlled by variable camshaft timing
CN113339094A (zh) * 2021-07-21 2021-09-03 潍柴动力股份有限公司 一种发动机正时系统及发动机正时控制方法
US11193399B2 (en) 2018-11-27 2021-12-07 Borgwarner, Inc. Variable camshaft timing assembly
US11280228B2 (en) 2020-07-07 2022-03-22 Borgwarner, Inc. Variable camshaft timing assembly
US11719176B2 (en) 2019-06-07 2023-08-08 Vitesco Technologies GmbH Validation of a signal from a crankshaft sensor
US11852054B2 (en) 2021-09-17 2023-12-26 Borgwarner Inc. Variable camshaft timing system

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Publication number Priority date Publication date Assignee Title
DE102013210741A1 (de) 2013-06-10 2014-12-11 Robert Bosch Gmbh Verfahren zum Bestimmen einer mittleren Segmentzeit eines Geberrads einer Brennkraftmaschine
DE102013213705A1 (de) * 2013-07-12 2015-01-15 Robert Bosch Gmbh Verfahren zur Simulation eines Kurbelwellensignals einer Verbrennungskraftmaschine aus einem Nockenwellensignal der Verbrennungskraftmaschine
DE102013214303A1 (de) * 2013-07-22 2015-01-22 Robert Bosch Gmbh Verfahren und Vorrichtung zur Ermittlung einer Position einer Nockenwelle und einer Phase einer Verbrennungskraftmaschine
CN108064451A (zh) * 2017-03-23 2018-05-22 深圳市大疆创新科技有限公司 飞行器及其外部设备、通信方法、装置与系统
DE102017209939B4 (de) * 2017-06-13 2019-12-19 Robert Bosch Gmbh Geberrad und Verfahren zum Bestimmen einer Drehposition einer Welle

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US6474278B1 (en) * 2000-11-20 2002-11-05 General Motors Corporation Global cam sensing system
US6843215B2 (en) * 2001-06-18 2005-01-18 Aisin Seiki Kabushiki Kaisha Sliding mechanism and variable valve timing mechanism for internal combustion engine
US6588404B1 (en) * 2001-12-19 2003-07-08 General Motors Corporation Redundant sensor with cylinder shutdown
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Cited By (12)

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KR20130008025A (ko) 2013-01-21
CN102791964B (zh) 2014-10-29
WO2011113690A1 (de) 2011-09-22
EP2547876A1 (de) 2013-01-23
CN102791964A (zh) 2012-11-21
KR101680929B1 (ko) 2016-11-29
EP2547876B1 (de) 2014-05-07

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