WO2002084101A1 - Method and apparatus for controlling fuel injection in a combustion engine and a vehicle equipped with such an apparatus - Google Patents

Method and apparatus for controlling fuel injection in a combustion engine and a vehicle equipped with such an apparatus Download PDF

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Publication number
WO2002084101A1
WO2002084101A1 PCT/SE2002/000751 SE0200751W WO02084101A1 WO 2002084101 A1 WO2002084101 A1 WO 2002084101A1 SE 0200751 W SE0200751 W SE 0200751W WO 02084101 A1 WO02084101 A1 WO 02084101A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
valve element
solenoid
valve
movement
Prior art date
Application number
PCT/SE2002/000751
Other languages
French (fr)
Inventor
Roger HÄLLEBERG
Original Assignee
Scania Cv Ab (Publ)
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 Scania Cv Ab (Publ) filed Critical Scania Cv Ab (Publ)
Priority to DE10296670T priority Critical patent/DE10296670T5/en
Publication of WO2002084101A1 publication Critical patent/WO2002084101A1/en

Links

Classifications

    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • 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
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • 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
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means

Definitions

  • the present invention relates to a method and an apparatus for control of fuel injection to a combustion engine whereby a valve incorporated in a fuel line is closed in order to activate an injection pump.
  • Injection systems for today's diesel engines are dimensioned for a certain predetermined fuel quality, which means that a certain quantity of fuel is supplied to the injection pump for injection into the engine at a given accelerator position.
  • a certain quantity of fuel is supplied to the injection pump for injection into the engine at a given accelerator position.
  • One object of the present invention is to eliminate or at least alleviate the problems of the state of the art and to indicate a method whereby vehicles can be operated more optimally on various qualities of fuel.
  • the resistance which the valve element meets in its movement is related to the fuel quality as regards energy content.
  • the fuel quality estimate which can be utilised for controlling the quantity of fuel supplied to the injection pump for each injection.
  • a fuel with low viscosity which therefore exerts low resistance to movement of the valve element, is of lower density and hence lower energy content.
  • a fuel with low viscosity which therefore exerts low resistance to movement of the valve element, is of lower density and hence lower energy content.
  • such a fuel has therefore to be supplied to the engine in larger quantities than a fuel of higher viscosity which is of higher density and hence higher energy content.
  • the injection pump is also arranged in such a way adjacent to the engine that its temperature will depend greatly on the engine temperature. The ambient temperature's effects on measurements will thus be negligible. Fuel quality measurement will therefore not be appreciably affected by whether the vehicle is operated in a warm or a cold climate. The overall result will be reliable measurements at minimal economic cost.
  • the measurements be taken by sensing in a solenoid belonging to the injection pump and, in particular, that the length of the period between the time when the current activating the solenoid is applied and the time when the valve element reaches its seat and the valve is therefore closed be used as a description of the movement of the valve element.
  • Fig 1 depicts schematically a control system according to the invention in conjunction with a fuel injector to a diesel engine
  • Fig. 2 depicts on a larger scale part of a valve for an injection pump for use with the invention
  • Fig. 3 depicts graphs to illustrate signals used for valve movement detection
  • Fig. 4 depicts a block diagram of a method according to the invention.
  • Fig. 1 depicts schematically an injection system according to the invention, which is denoted generally by ref. 1.
  • the system depicted is intended for a combustion engine of piston-and-cylinder type, e.g. a diesel engine, for a vehicle.
  • An injection pump 3 is designed to inject in specified situations a measured quantity of fuel into a cylinder 2 of a combustion engine for a vehicle.
  • the injector depicted is of PDE type, i.e. a unit injector with the fuel injection nozzle combined with the pump unit, and the pump unit is electronically controlled.
  • the injection system further comprises in a conventional manner a pump P, which via its outlet works against a pressure regulator R and against a solenoid 5.
  • a control unit 4 which may take the form of a separate unit or be integrated in an engine control unit, is designed to control the operation of the injection system. To this end, an activity current is led to the solenoid 5 via electrical lines 7 to activate the solenoid. The same lines 7 may also be used to register, by the valve element's induction in an associated coil, the time when the valve element reaches its seat and the solenoid is thus closed.
  • Fig. 2 shows the solenoid 5 in more detail with a valve element 9 which is movable towards a seat 10 in response to delivery of activity current from the control unit 4 (Fig. 1) to a coil 11.
  • the lower position of the valve element 9 corresponds to valve closed.
  • the valve element 9 is situated in a space full of fuel, so its movement depends on the viscosity characteristics of the fuel.
  • the curve 12 represents in graphic form the activation current as a function of time
  • the curve 13 the movement of the solenoid's valve element as a function of time.
  • to indicates initiation of the activation current and t indicates the valve element impinging on the seat.
  • This point t s is easy to detect by detecting an extreme point 14, the position of which may be defined by when current induced by the valve element at that point reaches a local minimum due to the cessation of the valve element's movement when it reaches its seat.
  • the period of time between to and t thus describes the movement of the valve element in the solenoid housing, and it has been found that this period depends on the viscosity of the fuel.
  • Fig.4 illustrates in simple block diagram form a sequence performed in a method according to the invention, in which the notations are as follows:
  • Ref. 20 beginning of sequence. Ref. 21, delivery of activation current at time t o . Ref. 22, detection of the time t s when the valve element impinges on the seat, detected by any conventional mathematical method.
  • Ref. 23 calculation of the value t s - t o by, for example, any simple time measurement method.
  • Ref. 24, delivery of a signal from the control unit to the injection system and, in particular, to the solenoid, indicating the fuel quantity to be injected.
  • Ref. 25 end of sequence.
  • the measurements it is possible according to the invention for the measurements to be carried out at shorter or longer intervals of time. It is preferable that the measurements be initiated automatically, but they may also be done after manual initiation.
  • connection between measured period of time t s - t o - via fuel viscosity - via fuel density - via fuel quantity intended for injection - and delivery of the control signal is made, for example, automatically by means of an algorithm. This means that there is no need to calculate the intermediate values, since the values of t s - to can instead be caused to lead directly to control signals from the control unit to the solenoid resulting in the correct quantity of the fuel being injected into the cylinder.
  • the invention has been described against the background of a diesel engine with direct injection but is also applicable to diesel engines with indirect injection, e.g. those of HCCI type.

Abstract

A method and an apparatus for control of fuel injection to a combustion engine whereby the movement of a movable valve element (9) in a valve (5) incorporated in a fuel line is detected during the closing phase and is related to a significant value for the energy content of the fuel, and whereby the quantity of fuel injected into the engine is controlled on the basis of said value.

Description

METHOD AND APPARATUS FOR CONTROLLING FUEL INJECTION IN A COMBUSTION ENGINE AND A VEHICLE EQUIPPED WITH SUCH AN APPARATUS
TECHNICAL FIELD
The present invention relates to a method and an apparatus for control of fuel injection to a combustion engine whereby a valve incorporated in a fuel line is closed in order to activate an injection pump.
STATE OF THE ART
Injection systems for today's diesel engines are dimensioned for a certain predetermined fuel quality, which means that a certain quantity of fuel is supplied to the injection pump for injection into the engine at a given accelerator position. There are however very great local and regional variations in fuel quality, with the result that a diesel vehicle operated with a fuel which deviates from the expected fuel quality will deviate in performance.
It may be mentioned by way of example that a driver of a vehicle which is refuelled in southern Europe, where typically fuel of higher energy content is supplied, will experience significantly inferior performance of the vehicle when it is operated with a fuel of lower energy content such as is typically supplied in northern Europe. Such performance differences may also be experienced locally on particular markets where, for example, different fuel qualities occur at different times of the year. It may also happen that different suppliers on the same market supply different fuel qualities.
The effects of different fuel qualities on vehicle performance constitute a very undesirable problem which many drivers may perceive as a defect of the vehicle. This problem is caused by the fact that fuel qualities can vary by up to 5% of energy content during the year in a given market and by up to 10-12% between markets in, for example, northern and southern Europe. Corresponding performance differences may be experienced during vehicle operation with the different fuel qualities. As a diesel engine is in principle dimensioned for fuel with the highest conceivable energy content, optimum operation will be impossible with a fuel of lower energy content. This problem may even result in truck owners finding themselves forced to invest in vehicles with more powerful engines or to run vehicles at below maximum load in order to compensate for loss of engine performance.
OBJECTS AND MOST IMPORTANT CHARACTERISTICS OF THE INVENTION
One object of the present invention is to eliminate or at least alleviate the problems of the state of the art and to indicate a method whereby vehicles can be operated more optimally on various qualities of fuel.
This object is achieved according to the invention with a method and an arrangement of the kind indicated in the introduction by means of the features in the characterising parts of claims 1 and 7 respectively.
The result is that the resistance which the valve element meets in its movement is related to the fuel quality as regards energy content. On the basis of that movement and, in particular, the fuel's resistance to the movement it is possible to make a fuel quality estimate which can be utilised for controlling the quantity of fuel supplied to the injection pump for each injection.
In particular, it may generally be stated that a fuel with low viscosity, which therefore exerts low resistance to movement of the valve element, is of lower density and hence lower energy content. To achieve the same results, such a fuel has therefore to be supplied to the engine in larger quantities than a fuel of higher viscosity which is of higher density and hence higher energy content.
It is of great advantage to use the valve of the injection pump for said fuel quality detection, since it is a component already present in the injection system.
The injection pump is also arranged in such a way adjacent to the engine that its temperature will depend greatly on the engine temperature. The ambient temperature's effects on measurements will thus be negligible. Fuel quality measurement will therefore not be appreciably affected by whether the vehicle is operated in a warm or a cold climate. The overall result will be reliable measurements at minimal economic cost.
It is preferable that the measurements be taken by sensing in a solenoid belonging to the injection pump and, in particular, that the length of the period between the time when the current activating the solenoid is applied and the time when the valve element reaches its seat and the valve is therefore closed be used as a description of the movement of the valve element. These times are easy to detect by means of components already present in the system, which means that their utilisation will be easy and cost-effective.
Further advantages of the invention are indicated by the following detailed description of an exemplifying embodiment with reference to the attached drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig 1 depicts schematically a control system according to the invention in conjunction with a fuel injector to a diesel engine,
Fig. 2 depicts on a larger scale part of a valve for an injection pump for use with the invention,
Fig. 3 depicts graphs to illustrate signals used for valve movement detection, and
Fig. 4 depicts a block diagram of a method according to the invention.
DESCRIPTION OF AN EXEMPLIFYING EMBODIMENT
Fig. 1 depicts schematically an injection system according to the invention, which is denoted generally by ref. 1. The system depicted is intended for a combustion engine of piston-and-cylinder type, e.g. a diesel engine, for a vehicle. An injection pump 3 is designed to inject in specified situations a measured quantity of fuel into a cylinder 2 of a combustion engine for a vehicle. The injector depicted is of PDE type, i.e. a unit injector with the fuel injection nozzle combined with the pump unit, and the pump unit is electronically controlled.
The injection system further comprises in a conventional manner a pump P, which via its outlet works against a pressure regulator R and against a solenoid 5.
A control unit 4, which may take the form of a separate unit or be integrated in an engine control unit, is designed to control the operation of the injection system. To this end, an activity current is led to the solenoid 5 via electrical lines 7 to activate the solenoid. The same lines 7 may also be used to register, by the valve element's induction in an associated coil, the time when the valve element reaches its seat and the solenoid is thus closed.
Fig. 2 shows the solenoid 5 in more detail with a valve element 9 which is movable towards a seat 10 in response to delivery of activity current from the control unit 4 (Fig. 1) to a coil 11. The lower position of the valve element 9 corresponds to valve closed.
The valve element 9 is situated in a space full of fuel, so its movement depends on the viscosity characteristics of the fuel.
In Fig. 3, the curve 12 represents in graphic form the activation current as a function of time, and the curve 13 the movement of the solenoid's valve element as a function of time. In this diagram, to indicates initiation of the activation current and t, indicates the valve element impinging on the seat. This point ts is easy to detect by detecting an extreme point 14, the position of which may be defined by when current induced by the valve element at that point reaches a local minimum due to the cessation of the valve element's movement when it reaches its seat. The period of time between to and t, thus describes the movement of the valve element in the solenoid housing, and it has been found that this period depends on the viscosity of the fuel. The higher the viscosity of the fuel, the longer the period of time between to and - As the viscosity is also a measure of the density and energy content of the fuel, it is possible according to the invention to use the value obtained for adjusting the injection to cater for different fuel qualities. Fig.4 illustrates in simple block diagram form a sequence performed in a method according to the invention, in which the notations are as follows:
Ref. 20, beginning of sequence. Ref. 21, delivery of activation current at time to. Ref. 22, detection of the time ts when the valve element impinges on the seat, detected by any conventional mathematical method.
Ref. 23, calculation of the value ts - to by, for example, any simple time measurement method. Ref. 24, delivery of a signal from the control unit to the injection system and, in particular, to the solenoid, indicating the fuel quantity to be injected. Ref. 25, end of sequence.
It is possible according to the invention for the measurements to be carried out at shorter or longer intervals of time. It is preferable that the measurements be initiated automatically, but they may also be done after manual initiation.
The connection between measured period of time ts - to - via fuel viscosity - via fuel density - via fuel quantity intended for injection - and delivery of the control signal is made, for example, automatically by means of an algorithm. This means that there is no need to calculate the intermediate values, since the values of ts - to can instead be caused to lead directly to control signals from the control unit to the solenoid resulting in the correct quantity of the fuel being injected into the cylinder.
It is also possible to incorporate in the system a limitation whereby an insignificant adjustment can be suppressed, thereby avoiding adjustment for fuel qualities whose energy content is close to a normal value.
The invention has been described against the background of a diesel engine with direct injection but is also applicable to diesel engines with indirect injection, e.g. those of HCCI type.

Claims

C L A I M S
1. A method for control of fuel injection to a combustion engine whereby a valve (5) incorporated in a fuel line is closed to activate an injection pump (3), characterised in
- that the movement of a valve element (9) incorporated in the valve (5) is detected during the closing phase and is related to a significant value for the energy content of the fuel, and
- that the quantity of fuel injected into the engine is controlled on the basis of said value.
2. A method according to claim 1, characterised in that the viscosity of the fuel is sensed.
3. A method according to claim 1 or 2, characterised in that the movement of a valve element (9) in a solenoid (5) is detected.
4. A method according to claim 3, characterised in that the period from applying an activating current to the solenoid (5) to the time when the valve element (9) reaches a seat (10) is used for calculation of said value.
5. A method according to claim 4, characterised in that the time when the valve element (5) reaches the seat (10) is detected in a control unit (4) by monitoring a current induced in the solenoid (5).
6. A method according to any one of the foregoing claims, characterised in that the fuel quantity is controlled for increase by up about 12% from a standard value.
7. An apparatus for control of fuel injection to a combustion engine whereby a valve (5) incorporated in a fuel line is arranged to close in order to activate an injection pump (3), characterised by - means for detecting the movement of a valve element (9) incorporated in the valve (5) during the closing phase, and means for relating the movement to a significant value for the energy content of the fuel, and
- a control unit (4) for controlling on the basis of said value the quantity of fuel injected into the engine.
8. An apparatus according to claim 7, characterised by means for detecting the movement of a valve element (9) in a solenoid (5).
9. An apparatus according to claim 8, characterised by calculation means for calculating the period from applying an activating current to the solenoid (5) to the time when the valve element (9) reaches a seat (10).
10. An apparatus according to claim 9, characterised in that the control unit (4) is designed to detect the time when the valve element (5) reaches the seat (10) by monitoring a current induced in the solenoid (5).
11. A vehicle which is driven by combustion engine and includes an apparatus according to any of claims 7 - 10.
PCT/SE2002/000751 2001-04-18 2002-04-17 Method and apparatus for controlling fuel injection in a combustion engine and a vehicle equipped with such an apparatus WO2002084101A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE10296670T DE10296670T5 (en) 2001-04-18 2002-04-17 Method and device for controlling fuel injection into an internal combustion engine, and vehicle equipped with such a device

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0101356A SE518924C2 (en) 2001-04-18 2001-04-18 Method and apparatus for controlling fuel injection into an internal combustion engine and using the apparatus
SE0101356-4 2001-04-18

Publications (1)

Publication Number Publication Date
WO2002084101A1 true WO2002084101A1 (en) 2002-10-24

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SE (1) SE518924C2 (en)
WO (1) WO2002084101A1 (en)

Cited By (3)

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WO2005054411A1 (en) * 2003-12-01 2005-06-16 Shell Internationale Research Maatschappij B.V. Power increase and increase in acceleration performance of a compression ignition engine provided by the diesel fuel composition
WO2014108138A1 (en) * 2013-01-08 2014-07-17 Volvo Truck Corporation Method and arrangement for determining a fuel quality
US11499106B2 (en) 2018-11-26 2022-11-15 Shell Usa, Inc. Fuel compositions

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Publication number Priority date Publication date Assignee Title
JP5527338B2 (en) 2012-02-03 2014-06-18 株式会社デンソー Fuel injection control device
DE102020206693A1 (en) 2020-05-28 2021-12-02 Robert Bosch Gesellschaft mit beschränkter Haftung Method for operating a fuel injection system, control unit
DE102022205533A1 (en) 2022-05-31 2023-11-30 Hitachi Astemo, Ltd. METHOD FOR DETERMINING THE FUEL TYPE OF A FUEL INJECTED INTO AN INTERNAL COMBUSTION ENGINE

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WO2005054411A1 (en) * 2003-12-01 2005-06-16 Shell Internationale Research Maatschappij B.V. Power increase and increase in acceleration performance of a compression ignition engine provided by the diesel fuel composition
US7638661B2 (en) 2003-12-01 2009-12-29 Shell Oil Company Power increase and increase in acceleration performance of diesel fuel compositions
WO2014108138A1 (en) * 2013-01-08 2014-07-17 Volvo Truck Corporation Method and arrangement for determining a fuel quality
CN104919163A (en) * 2013-01-08 2015-09-16 沃尔沃卡车集团 Method and arrangement for determining a fuel quality
US9651535B2 (en) 2013-01-08 2017-05-16 Volvo Truck Corporation Method and arrangement for determining a fuel quality
US11499106B2 (en) 2018-11-26 2022-11-15 Shell Usa, Inc. Fuel compositions

Also Published As

Publication number Publication date
SE0101356D0 (en) 2001-04-18
SE518924C2 (en) 2002-12-03
DE10296670T5 (en) 2004-04-22
SE0101356L (en) 2002-10-19

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