WO1998042978A1 - Kraftstoffeinspritzsystem für eine brennkraftmaschine - Google Patents

Kraftstoffeinspritzsystem für eine brennkraftmaschine Download PDF

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Publication number
WO1998042978A1
WO1998042978A1 PCT/EP1998/001596 EP9801596W WO9842978A1 WO 1998042978 A1 WO1998042978 A1 WO 1998042978A1 EP 9801596 W EP9801596 W EP 9801596W WO 9842978 A1 WO9842978 A1 WO 9842978A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
high pressure
pressure
leading
lines
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.)
Ceased
Application number
PCT/EP1998/001596
Other languages
German (de)
English (en)
French (fr)
Inventor
Jörg MATTHIES
Günther Schmidt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
MTU Motoren und Turbinen Union Friedrichshafen GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by MTU Friedrichshafen GmbH, MTU Motoren und Turbinen Union Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Priority to AT98919115T priority Critical patent/ATE209300T1/de
Priority to EP98919115A priority patent/EP0968367B1/de
Priority to DE59802336T priority patent/DE59802336D1/de
Priority to JP54484898A priority patent/JP2001518164A/ja
Priority to US09/381,582 priority patent/US6220224B1/en
Publication of WO1998042978A1 publication Critical patent/WO1998042978A1/de
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F02M55/025—Common rails
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator

Definitions

  • the invention relates to a fuel injection system for an internal combustion engine according to the preamble of claim 1.
  • fuel injection systems are increasingly being used in which fuel is supplied from a fuel supply by means of a high-pressure pump via a high-pressure line to a high-pressure accumulator.
  • the fuel is supplied from the high-pressure accumulator, which acts as an oil-elastic accumulator, via further high-pressure lines to fuel injectors, which inject the fuel into the combustion chambers of the internal combustion engine during injection processes.
  • the high-pressure accumulator was previously mainly provided in the form of a so-called common-rail rail, which is a tubular, elongate element from which the high-pressure lines supplying the individual fuel injectors branch off.
  • fuel injection systems are known in which, in addition to or instead of such a common high-pressure accumulator in the form of a common rail rail, separately provided high-pressure accumulators are provided for each fuel injector as individual accumulators.
  • Fuel injection systems in which, in addition to a common high-pressure accumulator, a separate accumulator is provided for each fuel injector are known from DE 43 41 543 AI and DE 43 41 546 AI.
  • a parallel connection comprising a check valve and a throttle which is continuous in the fuel delivery direction is provided in the high pressure line leading from the common high pressure accumulator to the high pressure accumulator provided separately for each fuel injector, as a result of which an uncontrolled backflow of fuel from the separate high pressure accumulator in the common high-pressure accumulator and an influence on the pressure in the separate pressure accumulator rooms of the other fuel injectors should be avoided, while the check valve should enable rapid refilling of the separate high-pressure accumulator from the common high-pressure accumulator.
  • Such measures to avoid mutual influence of the pressure in the separate high-pressure accumulators are not provided in the fuel injection system known from the second-mentioned publication.
  • a fuel injection system in which high pressure accumulators separately provided for each fuel injector are supplied via high pressure lines by means of a high pressure pump from a fuel supply under high pressure.
  • a check valve is connected, which serves to limit the amount of fuel flowing through during a pressure interval, which is characterized by the pressure drop occurring with the injection process or in the event of a leak. Measures by means of which a mutual influence of the pressure in the individual high-pressure accumulators should be avoided are not specified.
  • the object of the invention is to provide an improved fuel injection system for an internal combustion engine.
  • a fuel injection system for an internal combustion engine in particular a diesel engine, which contains a number of fuel injectors for injecting fuel into the combustion chambers of the internal combustion engine and a high-pressure pump which supplies the fuel injectors via a common inlet line and high-pressure lines leading to the individual fuel injectors.
  • high-pressure stores having a specific fuel storage volume are provided in the high-pressure lines leading to the fuel injectors. According to the invention it is provided that the fuel storage volume of each of the high-pressure stores between 80 and 300 times, preferably between 120 and 200 times the maximum injection quantity per
  • the diameter D 2 of the high-pressure lines leading from the common feed line to the high-pressure accumulators is dimensioned such that that the spray quantity difference between the fuel injectors assumes a minimum.
  • the invention is essentially based on the knowledge that a variation in the diameter D 2 of the high-pressure lines leading from the common feed line to the high-pressure accumulators leads within a relatively small range to a significant change in the spray quantity difference of the individual fuel injectors and a pronounced one in the range of the optimal diameter Minimum.
  • the fuel injection system can be designed so that the spray amount difference is minimal and uniform cylinder to cylinder firing pressures are achieved.
  • the minimum of the spray quantity difference means that the mutual influence of the individual pressure storage spaces also has a minimum.
  • a major advantage of the fuel injection system according to the invention is that the high-pressure lines supplying the individual high-pressure accumulators can have a small diameter and are therefore easy to bend and assemble. Another advantage is that no additional elements such as check valves are required to minimize the mutual influence of the individual high-pressure accumulators. Valves have e.g. B. due to the inertia of the moving components a delayed response, so that the spread of pressure disturbances and the mutual influence of the injectors can not be prevented.
  • the high-pressure lines supplying the individual high-pressure accumulators exert a throttling effect on the fuel flowing through, self-protection of the internal combustion engine against overspeed continues to exist, because if such occurs, the high-pressure accumulators are no longer completely filled.
  • the diameter D 2 of the high-pressure lines leading from the common feed line to the high-pressure accumulators fulfills the following condition: D 2 * ((4 x (V E + V L )) / (cg 2 x ⁇ x T ASP )) 1/2
  • V E is the maximum injection volume per injection process
  • V L a possibly occurring at the fuel injector control
  • Leakage quantity per injection process cg 2 a standard value for the fuel speed in the line, T ASP the time duration for a working cycle of the internal combustion engine
  • V E , V L and T ASP are given by the design of the internal combustion engine and cg 2 should be between 5 and 50 m / s.
  • the value for cg 2 is between 5 and 25 m / s, and preferably between 7 and 9 m / s.
  • the value for cg 2 is between 10 and 50 m / s, preferably between 35 and 45 m / s.
  • Spray quantity difference of the fuel injectors is actually minimal, as explained above.
  • the diameter D 4 of the high-pressure lines leading from the high-pressure accumulators to the fuel injectors is determined at least so large that the speed cg 4 of the fuel in these high-pressure lines is not greater than 30 m / s during the injection process, is preferably not greater than 25 m / s.
  • the diameter D 4 of the high pressure lines leading from the high pressure accumulators to the fuel injectors fulfills the following condition: D 4 > ((4 x V E ) / (cg 4 x ⁇ x SD)) 1/2
  • V E is the maximum injection volume per injection process
  • cg 4 is the permissible maximum speed of the fuel in the
  • High pressure line 4 and SD is the duration of the injection process.
  • n R is the number of fuel injectors 5 connected to the common feed line 1.
  • the lengths of the high-pressure lines leading from the common feed line to the high-pressure accumulators are the same. This is to ensure that the mutual influence of the individual high-pressure accumulators is the same for all fuel injectors.
  • Figure 1 is a schematic block diagram of a fuel injection system according to an embodiment of the invention.
  • FIG. 2 shows a diagram which shows the dependence of the spray quantity difference of the individual fuel injectors on the diameter of the high-pressure lines supplying the high-pressure accumulators assigned to the individual fuel injectors.
  • the fuel injection system shown in FIG. 1 contains a number of fuel injectors 5 for injecting fuel into the combustion chambers
  • the fuel injectors 5 are controlled by means of a control unit (not specifically shown in FIG. 1) in such a way that an amount of fuel optimally matched to the speed and load condition of the internal combustion engine is injected into the combustion chambers of the internal combustion engine.
  • a control unit not specifically shown in FIG. 1
  • the fuel is first fed to a common feed line 1 by means of one or more high-pressure pumps 6, from which high-pressure lines 2, 4 serving to supply the individual fuel injectors 5 branch off.
  • two feed lines 1 are provided, which each supply four fuel injectors 5 together, as is the case with an 8V diesel engine.
  • high-pressure accumulators 3 are provided, one for each fuel injector 5.
  • the part of the high-pressure line leading from the common inlet line 1 to the high-pressure accumulator 3 is identified by the reference symbol 2, whereas that by the
  • High-pressure accumulator 3 to the fuel injector 5 leading part of the high-pressure line bears the reference number 4.
  • the high-pressure accumulators 3 act as oil-elastic accumulators, in the fuel storage volume of which, under the high pressure supplied by the high-pressure pump 6, fuel is held for supply to the fuel injectors 5.
  • the fuel storage volume of each of the high-pressure accumulators 3 is between 80 and 300 times, preferably between 120 and 200 times, the maximum amount of fuel to be injected into the associated combustion chamber of the internal combustion engine by a fuel injector 5 in each injection process.
  • the diameter D 2 of the part 2 of the high-pressure line leading from the common supply line 1 to the high-pressure accumulator 3 is dimensioned such that the spray quantity difference between the fuel injectors 5 assumes a minimum at the nominal speed of the internal combustion engine.
  • the diagram shown in FIG. 2 shows the maximum spray quantity difference between the individual fuel injectors, that is to say the spray quantity difference from cylinder to cylinder of the internal combustion engine.
  • the diameter D 2 of the high-pressure lines 2 leading from the common feed line 1 to the high-pressure accumulators 3 was varied between 1.0 and 5.0 mm, in the range from 1.0 to 3.5 mm in increments of 0 , 5 mm and then in a further step of 1.5 mm.
  • the spray quantity difference in the range from 1.5 to 2.5 mm has a minimum with values between 0.25 to 0.35%, the focus of which is at a diameter D 2 of 2.0 mm, but there shows a local maximum, which, however, is not to be discussed in more detail here. It can be seen that with diameters of 1.5, 2.0 and 2.5 mm, minimum values of
  • the optimum diameter D 2 of the high-pressure lines 2 leading from the common feed line 1 to the high-pressure accumulators 3 can be represented arithmetically by the following condition:
  • V E is the maximum injection volume per injection process
  • V L is a possibly occurring control and leakage amount per injection process at the fuel injector, cg 2 a standard value for the fuel speed in the line,
  • T ASP is the length of time for one working cycle of the internal combustion engine
  • V E , V L and T ASP are given by the design of the internal combustion engine and cg 2 should be between 5 and 50 m / s.
  • the value for cg 2 is between 5 and 25 m / s and preferably between 7 and 9 m / s.
  • the significant influence of the diameter D 2 of the high-pressure lines 2 on the spray quantity difference between the individual fuel injectors can be explained by a strong damping of the returning pressure waves occurring in the high-pressure lines when the fuel injectors 5 are opened and closed, by the mutual influence of the individual high-pressure accumulators 3 and thus the amount of fuel delivered to the fuel injectors 5 can be kept very low without additional measures such as check valves or throttles.
  • the diameter D 4 of the high-pressure lines 4 leading from the high-pressure accumulators 3 to the fuel injectors 5 should be so large that the speed cg 4 of the fuel in these high-pressure lines during the injection process is not greater than 30 m / s, preferably not greater than 25 m / s is to avoid excessive pressure drops.
  • V E is the maximum injection volume per injection process
  • cg 4 is the permissible maximum speed of the fuel in the
  • High pressure line 4 and SD is the duration of the injection process.
  • the invention serves
  • the common inlet line 1 not as a pressure accumulator but only for filling the separate high-pressure accumulator 3 provided in the high-pressure lines 2, 4 leading from the common inlet line 1 to the fuel injectors 5.
  • the common inlet line 1 and the diameter D 2 of this high pressure line 2 leading to the high pressure accumulator 3 applies:
  • n R is the number of fuel injectors 5 connected to the common feed line 1.
  • An essential aim of the invention is to keep the mutual influence of the pressure in the individual high-pressure accumulators 3 as low as possible and to keep them to a minimum without using additional mass-sensitive and thus sluggishly reacting components
  • the diameter and length of the common inlet line 1 and the high pressure lines 2 leading from the common inlet line 1 to the high pressure accumulators 3 are matched to one another in such a way that the flow resistance of the high pressure lines 2 and the assigned parts of the common feed line 1 is the same for all fuel injectors 5.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
PCT/EP1998/001596 1997-03-22 1998-03-19 Kraftstoffeinspritzsystem für eine brennkraftmaschine Ceased WO1998042978A1 (de)

Priority Applications (5)

Application Number Priority Date Filing Date Title
AT98919115T ATE209300T1 (de) 1997-03-22 1998-03-19 Kraftstoffeinspritzsystem für eine brennkraftmaschine
EP98919115A EP0968367B1 (de) 1997-03-22 1998-03-19 Kraftstoffeinspritzsystem für eine brennkraftmaschine
DE59802336T DE59802336D1 (de) 1997-03-22 1998-03-19 Kraftstoffeinspritzsystem für eine brennkraftmaschine
JP54484898A JP2001518164A (ja) 1997-03-22 1998-03-19 内燃機関用燃料噴射装置
US09/381,582 US6220224B1 (en) 1997-03-22 1998-03-19 Fuel-injection system for an internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19712135A DE19712135C1 (de) 1997-03-22 1997-03-22 Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE19712135.7 1997-03-22

Publications (1)

Publication Number Publication Date
WO1998042978A1 true WO1998042978A1 (de) 1998-10-01

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ID=7824334

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1998/001596 Ceased WO1998042978A1 (de) 1997-03-22 1998-03-19 Kraftstoffeinspritzsystem für eine brennkraftmaschine

Country Status (6)

Country Link
US (1) US6220224B1 (enExample)
EP (1) EP0968367B1 (enExample)
JP (1) JP2001518164A (enExample)
AT (1) ATE209300T1 (enExample)
DE (2) DE19712135C1 (enExample)
WO (1) WO1998042978A1 (enExample)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2341637A (en) * 1998-09-15 2000-03-22 Daimler Chrysler Ag Fuel injection system for a diesel i.c. engine, with solenoid injectors each having an accumulator
WO2002077440A1 (de) * 2001-03-23 2002-10-03 Robert Bosch Gmbh Kraftstoffinjektor mit vorgeordnetem speichervolumen
WO2004013487A1 (en) * 2002-08-02 2004-02-12 Wärtsilä Finland Oy Fuel supply system
US6851412B2 (en) 2002-04-08 2005-02-08 Wartsila Finland Oy Fuel injection system for a piston engine
WO2006008205A1 (de) * 2004-07-21 2006-01-26 Robert Bosch Gmbh Common-rail-system mit unterschiedlichen zulaufsleitungen zu den injektoren
EP4030049A1 (en) 2021-01-14 2022-07-20 Wärtsilä Finland Oy A common rail fuel injection system for a multicylinder internal combustion piston engine, method of upgrading a fuel injection system in a multicylinder internal combustion piston engine and an internal combustion piston engine

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FR2786225B1 (fr) * 1998-11-24 2000-12-22 Inst Francais Du Petrole Systeme d'injection de carburant sous haute pression dans un moteur a combustion interne a injection directe
DE10061873A1 (de) * 2000-12-12 2002-06-27 Orange Gmbh Kraftstoffspeicherrohr eines Kraftstoffeinspritzsystems für eine mehrzylindrige Brennkraftmaschine
DE10114252C2 (de) 2001-03-22 2003-01-30 Mtu Friedrichshafen Gmbh Verfahren zum Einspritzen von Kraftstoff in die Brennräume einer Brennkraftmaschine, sowie Kraftstoffeinspritzsystem für eine solche
DE10122423A1 (de) * 2001-05-09 2002-11-21 Siemens Ag Einspritzvorrichtung für ein Speichereinspritzsystem mit Funktionstrennung von Volumenspeicher und Verteilerstück
DE10143423A1 (de) * 2001-09-05 2003-05-08 Bosch Gmbh Robert Kraftstoffeinspritzsystem mit hydraulisch von der Zuleitung entkoppeltem Injektor
DE10157135B4 (de) * 2001-11-21 2004-03-11 Man B & W Diesel Ag Kraftstoffversorgungsanlage in Form eines Common-Rail-Systems einer Brennkraftmaschine mit mehreren Zylindern
DE10210282A1 (de) * 2002-03-08 2003-09-25 Bosch Gmbh Robert Vorrichtung zum Einspritzen von Kraftstoff an stationären Verbrennungskraftmaschinen
DE60325911D1 (de) * 2002-07-01 2009-03-05 Mitsubishi Heavy Ind Ltd Kraftstoffeinspritzventil und Dieselmotor damit
US6606977B1 (en) * 2002-09-17 2003-08-19 Stanadyne Corporation Fluid delivery line geometry optimization
JP4035417B2 (ja) * 2002-10-09 2008-01-23 臼井国際産業株式会社 対向型エンジンの燃料供給配管系における圧力脈動の減衰方法及びその装置。
BR0318577B1 (pt) * 2003-10-31 2013-09-24 método para a introdução de um líquido em uma massa fundida sob pressão, e, instalação para introdução de um líquido em uma massa fundida sob pressão
DE102004055266A1 (de) * 2004-11-17 2006-05-18 Robert Bosch Gmbh Kraftstoffeinspritzanlage mit mehreren Druckspeichern
DE102005012928A1 (de) * 2005-03-21 2006-09-28 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für eine mehrzylindrige Brennkraftmaschine
EP1904741B1 (de) * 2005-07-18 2010-11-17 Ganser-Hydromag AG Speichereinspritzsystem für brennkraftmaschine
DE502006008648D1 (de) * 2005-10-25 2011-02-17 Crt Common Rail Technologies Ag Injektor für eine Kraftstoffeinspritzanlage sowie Kraftstoffeinspritzanlage mit einem solchen Injektor
DE102007034317A1 (de) * 2007-07-24 2009-01-29 Robert Bosch Gmbh Brennkraftmaschine mit mehreren Zylindern
FI20115126L (fi) 2011-02-09 2012-08-10 Waertsilae Finland Oy Polttoaineen ruiskutusjärjestelmä
DE102011005096A1 (de) * 2011-03-04 2012-09-06 Man Diesel & Turbo Se Verbrennungsmotor
CH705729A1 (de) * 2011-11-07 2013-05-15 Liebherr Machines Bulle Sa Einspritzsystem.
GB201320374D0 (en) * 2013-07-05 2014-01-01 Delphi Tech Holding Sarl Distributed fuel injection equipment
KR102134984B1 (ko) * 2016-04-06 2020-07-16 바르실라 핀랜드 오이 피스톤 엔진의 실린더에 보조 액체를 분사하기 위한 분사 시스템 및 분사 방법
DE202017106889U1 (de) * 2017-11-14 2019-02-15 Ems Gmbh Emergency Medical Systems Steuermodul sowie Sauerstoffversorgungssystem

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DE4344190A1 (de) 1993-12-23 1995-06-29 Orange Gmbh Kraftstoffeinspritzvorrichtung mit Hochdruck-Kraftstoffspeicher

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US5265793A (en) * 1989-02-07 1993-11-30 Usui Kokusai Sangyo Kabushiki Kaisha Small thick-walled composite metal tubing and process of producing the same
DE4341546A1 (de) 1993-12-07 1995-06-08 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE4341543A1 (de) 1993-12-07 1995-06-08 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE4344190A1 (de) 1993-12-23 1995-06-29 Orange Gmbh Kraftstoffeinspritzvorrichtung mit Hochdruck-Kraftstoffspeicher

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2341637A (en) * 1998-09-15 2000-03-22 Daimler Chrysler Ag Fuel injection system for a diesel i.c. engine, with solenoid injectors each having an accumulator
GB2341637B (en) * 1998-09-15 2000-08-16 Daimler Chrysler Ag Fuel injection system for a diesel internal combustion engine
WO2002077440A1 (de) * 2001-03-23 2002-10-03 Robert Bosch Gmbh Kraftstoffinjektor mit vorgeordnetem speichervolumen
US6851412B2 (en) 2002-04-08 2005-02-08 Wartsila Finland Oy Fuel injection system for a piston engine
WO2004013487A1 (en) * 2002-08-02 2004-02-12 Wärtsilä Finland Oy Fuel supply system
WO2006008205A1 (de) * 2004-07-21 2006-01-26 Robert Bosch Gmbh Common-rail-system mit unterschiedlichen zulaufsleitungen zu den injektoren
EP4030049A1 (en) 2021-01-14 2022-07-20 Wärtsilä Finland Oy A common rail fuel injection system for a multicylinder internal combustion piston engine, method of upgrading a fuel injection system in a multicylinder internal combustion piston engine and an internal combustion piston engine

Also Published As

Publication number Publication date
DE19712135C1 (de) 1998-08-13
EP0968367B1 (de) 2001-11-21
ATE209300T1 (de) 2001-12-15
US6220224B1 (en) 2001-04-24
JP2001518164A (ja) 2001-10-09
EP0968367A1 (de) 2000-01-05
DE59802336D1 (de) 2002-01-17

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