WO2006067399A1 - Embrayage à friction à prise avec ressorts diaphragme multiples sur plusieurs phases - Google Patents

Embrayage à friction à prise avec ressorts diaphragme multiples sur plusieurs phases Download PDF

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Publication number
WO2006067399A1
WO2006067399A1 PCT/GB2005/004892 GB2005004892W WO2006067399A1 WO 2006067399 A1 WO2006067399 A1 WO 2006067399A1 GB 2005004892 W GB2005004892 W GB 2005004892W WO 2006067399 A1 WO2006067399 A1 WO 2006067399A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
spring means
diaphragm spring
pressure plate
friction
Prior art date
Application number
PCT/GB2005/004892
Other languages
English (en)
Inventor
Grahame Smith
Bradley Armitage
Jonathan Grant
Original Assignee
A P Racing Limited
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 A P Racing Limited filed Critical A P Racing Limited
Priority to DE112005003219T priority Critical patent/DE112005003219T5/de
Publication of WO2006067399A1 publication Critical patent/WO2006067399A1/fr
Priority to GB0710913A priority patent/GB2434846B/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/583—Diaphragm-springs, e.g. Belleville
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D23/14—Clutch-actuating sleeves or bearings; Actuating members directly connected to clutch-actuating sleeves or bearings
    • F16D23/143—Arrangements or details for the connection between the release bearing and the diaphragm
    • F16D23/144—With a disengaging thrust-ring distinct from the release bearing, and secured to the diaphragm
    • F16D23/145—Arrangements for the connection between the thrust-ring and the diaphragm

Definitions

  • This invention relates to friction clutches for motor vehicles, hi particular, but not exclusively, this invention relates to friction clutches for use in cars, more preferably high performance and/or racing cars.
  • the invention also relates to a control mechanism for a friction clutch.
  • one or more friction plates or discs are positioned between a pressure plate and a flywheel or reaction plate.
  • the flywheel and pressure plate are usually in driving connection with an output shaft of the engine and rotate about a common axis.
  • One or more of the friction discs will be in driving connection with an output shaft of the clutch, which will often comprise an input shaft of an associated gearbox of the vehicle.
  • Such clutches are typically engaged by means of a diaphragm spring that acts between a clutch cover and the pressure plate. The diaphragm spring biases the pressure plate towards a flywheel in order to clamp the friction discs between pressure plate and the flywheel.
  • the amount of torque that can be transmitted by a clutch of any given diameter is determined in part by the clamp load that the diaphragm spring is able to exert.
  • Effective control of clutch engagement is particularly important for a racing driver to ensure that power is transmitted to the driving wheels in a manner that enables them to pull away from the start line as quickly as possible. Sudden engagement of the clutch may result in excessive wheel spin or even stalling of the engine.
  • a driver will wish to hold the clutch in a partially engaged condition during which time only part of the available engine torque is transmitted through the clutch, until the vehicle has gathered sufficient speed and the clutch can be fully engaged.
  • the position at which the clutch is held is sometimes referred to as the "bite point".
  • the friction discs When a clutch is held in a partially engaged condition, the friction discs are not fully clamped and so slip relative to one another. As the discs rub against one another their temperature will increase. Where some or all of the friction discs are made of a carbon/carbon composite material, this increase in temperature will lead to an increase in the coefficient of friction of those discs and hence an increase in the amount of torque transmitted through the clutch, even if the clutch pedal is held stationary. At the same time, the carbon/carbon composite friction discs will expand as their temperature rises. As the discs expand they become more firmly clamped between the pressure plate and the flywheel and cause the clamp load exerted by the diaphragm spring to increase without any change in the clutch pedal position.
  • a friction clutch for a motor vehicle as defined in claim 1.
  • Figure 1 is an axial cross-sectional view through a first embodiment of a clutch in accordance with the invention
  • Figures 2A to 2C are cross-sectional views of part of the clutch of Figure 1 in which the clutch is shown in a released, partly engaged, and fully engaged condition respectively;
  • Figure 3 is a graph showing clamp load against clutch actuator travel for the clutch of Figure 1;
  • Figure 4 is a graph similar to that of Figure 3 but showing clamp load against clutch actuator travel for a known friction clutch in which multiple diaphragm springs are engaged and released simultaneously;
  • Figures 5 A to 5 C show schematically an arrangement of diaphragm spring means and clutch release fulcrums in accordance with a further embodiment of the invention in released, partly engaged and fully engaged positions respectively;
  • Figures 6A to 6C are views similar to Figures 5A to 5C but showing a yet further embodiment of the invention.
  • Figure 7 is a view similar to that of Figure 6C but showing a still further embodiment of the invention.
  • Figure 8 is a view similar to that of Figure 6C but showing a further embodiment of the invention in which an outer diaphragm spring means includes two diaphragm spring members;
  • Figure 9 is a view similar to that of Figure 6C but showing a further embodiment of the invention in which a pivot ring is provided between two diaphragm spring means.
  • a multi-plate clutch assembly 10 which comprises a flywheel 11, housing 12 and cover 13.
  • the housing is in the form of a series of circumferentially spaced lugs formed integrally with and projecting axially from the flywheel, in a manner well known in the art.
  • the cover 13 is mounted to the free end of the lugs by means of bolts 14.
  • the flywheel 11 is adapted to be fixed to a crankshaft of an associated engine (not shown).
  • Mounted axially between the cover 13 and flywheel 11, are four drive discs of friction material 15a, 15b, 15c, 15d and a pressure plate 16.
  • the drive discs and pressure plate are mounted so as to be substantially rotationally fast with the housing 12 but slidable axially relative thereto.
  • Three driven friction discs 17a, 17b, 17c are interleaved between the drive discs 15a, 15b and 15b, 15c and 15c, 15d respectfully.
  • the driven discs 17a, 17b, 17c are rotationally fast with a central hub 5 which has a splined bore 6 by means of which drive can be transmitted between the hub and an output shaft (not shown) which may be an input shaft of an associated gear box (also not shown).
  • Two diaphragm or belleville spring means 18, 19 bias the pressure plate towards the flywheel, so as to clamp the drive and driven discs together between the pressure plate and the flywheel.
  • each of the diaphragm spring means 18, 19 comprises a single diaphragm spring member.
  • any one or both of the diaphragm spring means 18, 19 may include two or more diaphragm spring members.
  • the diaphragm spring means 18, 19 each have a solid annular outer region 20 with a plurality of spaced fingers 18a, 19a projecting radially inwardly from the inner diameter of the outer annular region.
  • An outer surface of the outer diaphragm spring means 19 contacts a fulcrum ring 22 on the cover 13 at position close to the outermost diameter of the springs 18, 19.
  • An inner surface of the inner diaphragm spring means 18 contacts a fulcrum ring 23 on the pressure plate 16 at a position radially inwards from the fulcrum ring 22 on the clutch cover 13.
  • a control mechanism for the clutch includes a clutch control sleeve 24 mounted concentrically about a shaft (not shown) that is in driving connection with the driven discs 17a, 17b, 17c via the hub 5.
  • the control sleeve has two clutch release fulcrums 25, 26.
  • a first release fulcrum 25 engages on an inner surface of the fingers 18a of the inner diaphragm spring means 18 whilst a second release fulcrum 26 engages on an inner surface of the fingers 19a of the outer diaphragm spring means 19.
  • the clutch control sleeve 24 is operatively connected with a clutch control actuator (not shown) such that movement of the actuator causes the sleeve 24 to move axially relative to the flywheel 11 to move the diaphragm spring means between an engaged position, in which a full spring or clamp load is applied to the pressure plate 16 by the diaphragm spring means 18, 19, and a released position, in which the spring load is removed from the pressure plate, as will be described in more detail later.
  • the control sleeve 24 may be an integral part of the actuator.
  • the clutch control actuator may be a hydraulic slave cylinder operated by a driver of a vehicle to which the clutch assembly is mounted by means of a clutch pedal and a hydraulic master cylinder, in a manner well known in the art.
  • the actuator may be any suitable type of actuator and may be operated by mechanical means such as a cable or may be an electronic actuator.
  • the actuator may also be controlled by or through an electronic/programmable control system rather than directly by the driver.
  • the radial fingers 18a of the inner diaphragm spring means 18 are shorter than the fingers 19a of the outer diaphragm spring means 19.
  • the inner or leading release fulcrum 25 is spaced radially outwardly from the outer or trailing release fulcrum 26, so as to contact the fingers 18a on the inner diaphragm spring means 18.
  • the two release fulcrums 25, 26 on the control sleeve 24 are spaced axially by a distance X which is greater than the axial thickness of the inner diaphragm spring means 18, for reasons that will be explained below.
  • FIG. 2 A shows the clutch 10 with the diaphragm spring means 18, 19 in a fully released position.
  • the control sleeve 24 has been withdrawn by the clutch actuator in a clutch disengagement direction as indicated by arrow A, so that the fulcrums 25, 26 engage with the fingers 18a, 19a of their respective diaphragm spring means 18, 19 to lift the springs away from the pressure plate 16. In this condition, no clamp load is applied to the pressure plate by the diaphragm spring means 18, 19. It will be noted that due to the axial spacing of the control sleeve release fulcrums 25,
  • Figure 2B shows the clutch in a partially engaged state in which the control sleeve 24 has been moved towards the flywheel 11 in a clutch engaging direction (as indicated by the arrow B) by the clutch actuator.
  • the inner diaphragm spring means 18 has been brought into contact with the fulcrum ring 23 on the pressure plate to apply a spring or clamp load to the pressure plate.
  • Figure 2B illustrates the clutch 10 at a point at which the full spring load of the inner diaphragm spring means 18 is being applied to the pressure plate 16. At this stage, the leading release fulcrum 25 associated with the inner diaphragm spring means 18 is no longer supporting the inner fingers 18a of the inner diaphragm spring means 18.
  • FIG. 2C illustrates a point at which the outer diaphragm spring means 19 is applying its full spring load to the pressure plate 16 and the clutch is fully engaged.
  • the spring load of the outer diaphragm spring means 19 begins to be applied to the pressure plate 16. This represents the start of a further, and final in this case, phase of engagement as the spring load from the outer diaphragm spring means 19 is gradually applied to the pressure plate 16 until the clutch reaches the fully engaged position as shown in Figure 2C, in which the full spring load of both diaphragm spring means 18, 19 is applied to the pressure plate.
  • Figure 3 is a typical graph showing the clamp load exerted by the diaphragm spring means 18, 19 against the clutch actuator travel between a clutch released position at A to a fully engaged position at D.
  • Line B indicates the position shown in Figure 2B at which the full clamp load of the inner spring means 18 is applied to the pressure plate 16 and line C indicates the position at which the gap between the two spring means has been closed and the spring load of the outer spring means 19 starts to be applied to the pressure plate.
  • the three phases of clutch engagement described above can be seen from the graph with the initial phase extending between points A and B, the intermediate phase between points B and C and the further or final phase between points C and D. It will be noted that the clamp load on the pressure plate 16 is not strictly constant between points B and C.
  • Figure 4 is a graph similar to that of Figure 3 but showing clamp load against clutch actuator travel for a conventional clutch with multiple diagram spring means that are engaged simultaneously. Position A indicates the clutch when fully released and D the clutch fully engaged. Line B indicates a typical bite point at which a driver will attempt to hold the clutch in order to feed the drive to wheels effectively during a racing start. As can be seen from the graph, the rate of change in clamp load for a given actuator travel is very high and hence even a slight movement in actuator travel from line B to line C results in a significant increase in clamp load.
  • the ability to apply the spring loads of the two spring means 18, 19 over different phases of the clutch engagement, and in particular to be able to provide an intermediate phase during which there is little or no increase in clamp load for a given period of clutch actuator travel, provides for greater control in clutch take up.
  • the clamp load applied over the intermediate phase is substantially equal to the bite position at which the driver wishes to hold the clutch in order to feed the engine power to the wheels in the most effective way.
  • the length of the intermediate phase can be varied to provide the driver with a larger target area of pedal movement in which to hold the clutch on the bite point. This makes clutch control easier and more predictable.
  • the fulcrum ring 22 on the clutch cover is positioned close to the outside diameter of the first and second diaphragm spring means 18, 19 where the spring means contact one another.
  • the outer diameter of the first and second diaphragm means may lie further outside the fulcrum ring 22 such that when the clutch is disengaged, the point of contact between the first and second diaphragm spring means lies outside the radius of the clutch cover fulcrum ring.
  • Figures 5 to 9 illustrate further embodiments of the invention. Only the diaphragm spring means and the release fulcrums are shown in these drawings for clarity.
  • Figures 5A to 5C illustrate an alternative release fulcrum arrangement, in which the fulcrums 25', 26' are located on a common radius. To accommodate this arrangement, the fingers 18a' of inner diaphragm spring means 18' are dished inwardly.
  • Figures 5A, 5B, and 5C show the spring means and fulcrums in released, partly engaged and fully engaged positions respectively, corresponding to Figures 2A to 2C described above. Engagement and disengagement of the clutch is effected in a manner similar to that as described above in relation to the clutch 10 shown in Figures 1 to 3.
  • the release fulcrums 25, 26; 25', 26' are provided on a common clutch control sleeve 24, 24' for simultaneous movement.
  • FIGs 6A to 6C illustrate an embodiment in which the fulcrums 25", 26" are provided on separate control sleeve members 27, 28 so as to be capable of independent movement.
  • the clutch is in a released condition and both control sleeves 27, 28 have been withdrawn in a clutch disengaging direction so that the two diaphragm spring means 18", 19" apply no spring load to the pressure plate.
  • the control sleeve 27 for the inner diaphragm spring means 18" has been moved forward in a clutch engaging direction so that the full spring load of the inner spring 18" is applied to the pressure plate.
  • This embodiment provides for a greater degree of control over clutch engagement as it will be possible to adjust the length of the various phases of clutch engagement.
  • the clutch actuation system will be more complex as two actuators will be required, one for each control sleeve 27, 28.
  • the actuators are hydraulic actuators
  • movement of the two control sleeves may be controlled by means of a hydraulic control system.
  • the actuators may be, for example, in the form of two concentric hydraulic actuators. However, any suitable form of actuator may be used. This arrangement may be particularly suited to applications in which engagement of the clutch is controlled by means of an electronic and/or programmable controller.
  • Figures 7 to 9 illustrate some further alternative embodiments, all are shown in the engaged position only. In all these embodiments, independent control sleeves are provided and it should be understood that these embodiments operate in a manner similar to that described in relation to Figures 6A to 6C above. It should also be understood that the arrangements shown in Figures 7 to 9 could be adapted for use with a single release sleeve if desired.
  • Figure 7 shows an embodiment similar to that shown in Figure 6C except the fingers 18a'" of the inner spring means 18'" are shorter than the fingers 19a'" of the outer spring means 19'" and are not dished.
  • the release fulcrum 25'" for the inner spring means operates at a larger radius than the release fulcrum 26'" for the outer spring means 19'", in a manner similar to that of the clutch 10 shown in Figure 1.
  • FIG. 8 illustrates an embodiment in which the outer diaphragm spring means
  • diaphragm spring means comprises two diaphragm spring members 29, 30 acting together as a single diaphragm spring means.
  • either of the inner or outer diaphragm spring means could comprise two or more diaphragm spring members operating in this way in any of the embodiments disclosed.
  • a diaphragm spring means includes more than one diaphragm spring member, it may be the case that only one of the members has radially inwardly directed fingers for co-operation with the clutch release fulcrum.
  • Figure 9 shows an embodiment similar to that described above in relation to
  • a fulcrum ring can be used between the diaphragm spring means in any of the embodiments described above.
  • flywheel should be understood as encompassing any suitable reaction member operatively connectable with an output shaft of an engine or motor regardless of whether it is used to store energy from the engine or motor.
  • clutch cover should be understood as encompassing any suitable member fixed axially relative to the flywheel and rotationally fast therewith and against which the diaphragm spring means can react.
  • the invention may also be applied to push type clutches.
  • the invention provides a clutch arrangement in which spring load to actuation travel characteristics can be varied in a number of different ways to suit a variety of applications. Whilst the provision of an intermediate phase of generally constant spring load (or at least a having a low rate of change of spring load) is considered desirable for many applications, there may other applications where no intermediate phase is required.
  • the clutch may be arranged so that the spring load of the outer diaphragm spring means is applied to the pressure plate as soon as the full spring load of the inner diaphragm spring means has been applied or even before this.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

Embrayage à friction (10) pour véhicule à moteur possédant au moins deux moyens de ressort diaphragme (18, 19) et un mécanisme de commande d’embrayage (24, 25, 26) pour déplacer chaque moyen de ressort diaphragme entre une position embrayée et une position débrayée. L’embrayage est agencé de façon à assurer une prise sur plusieurs phases du moyen de ressort diaphragme avec la plaque de pression de façon que, pendant une phase initiale de prise de l’embrayage, seul un premier des moyens de ressort diaphragme applique une charge de serrage à la plaque de pression. La force de ressort d’un second moyen de ressort diaphragme est appliquée à la plaque de pression pendant une phase ultérieure de la prise d’embrayage après la phase initiale. Il peut aussi y avoir une phase intermédiaire de prise d’embrayage entre la phase initiale et la phase ultérieure dans laquelle la force totale du ressort du premier moyen de ressort diaphragme est appliquée à la plaque de pression. L’ajout de cette phase intermédiaire entraîne l’application d’une force de serrage sensiblement constante à la plaque de pression sur une période donnée de course de la pédale d’embrayage pendant la prise de l’embrayage. La présente invention qui permet à un conducteur de mieux maîtriser la prise de l’embrayage s’applique en particulier aux voitures de compétition.
PCT/GB2005/004892 2004-12-23 2005-12-20 Embrayage à friction à prise avec ressorts diaphragme multiples sur plusieurs phases WO2006067399A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112005003219T DE112005003219T5 (de) 2004-12-23 2005-12-20 Reibungskupplung und ein Kontrollmechanismus für eine Reibungskupplung
GB0710913A GB2434846B (en) 2004-12-23 2007-06-07 Friction clutch with phased engagement of multiple diaphragm springs

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB0428178.8A GB0428178D0 (en) 2004-12-23 2004-12-23 Friction Clutch and a Control Mechanism for a Friction Clutch
GB0428178.8 2004-12-23

Publications (1)

Publication Number Publication Date
WO2006067399A1 true WO2006067399A1 (fr) 2006-06-29

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ID=34113124

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2005/004892 WO2006067399A1 (fr) 2004-12-23 2005-12-20 Embrayage à friction à prise avec ressorts diaphragme multiples sur plusieurs phases

Country Status (3)

Country Link
DE (1) DE112005003219T5 (fr)
GB (2) GB0428178D0 (fr)
WO (1) WO2006067399A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006012809A1 (de) * 2006-03-21 2007-09-27 Bayerische Motoren Werke Ag Anfahrkupplung für Fahrzeuge, insbesondere für Rennsportfahrzeuge
DE102008043391A1 (de) 2007-11-17 2009-05-20 Zf Friedrichshafen Ag Reibungskupplung
DE102008011634A1 (de) * 2008-02-28 2009-09-03 Bayerische Motoren Werke Aktiengesellschaft Anfahrkupplung, insbesondere für Renn- und Sportfahrzeuge

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB482113A (en) * 1936-09-28 1938-03-23 Gen Motors Corp Improvements in clutches
US3185274A (en) * 1961-07-01 1965-05-25 Ferodo Sa Clutch device with multiple outputs
WO1993007400A1 (fr) * 1991-10-04 1993-04-15 Automotive Products Plc Embrayage a friction
EP0779446A1 (fr) * 1995-12-14 1997-06-18 Valeo Ensemble élastique unitaire à pièces globalement annulaires et mécanisme d'embrayage comportant un tel ensemble élastique unitaire
WO1997028383A1 (fr) * 1996-01-30 1997-08-07 Kemper Yves J Systeme actionneur a force regulee
US5730267A (en) * 1994-06-28 1998-03-24 Valeo Clutch mechanism, especially for a motor vehicle
DE19803016A1 (de) * 1997-01-31 1998-08-06 Exedy Corp Kupplungsdruckanordnung und Vorspannfeder hierin
EP1512881A1 (fr) * 2003-09-03 2005-03-09 Luk Lamellen und Kupplungsbau GmbH Dispositif d'embrayage
WO2005093275A1 (fr) * 2004-03-12 2005-10-06 Valeo Embrayages Dispositif d'embrayage a effort de butée variable.

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB482113A (en) * 1936-09-28 1938-03-23 Gen Motors Corp Improvements in clutches
US3185274A (en) * 1961-07-01 1965-05-25 Ferodo Sa Clutch device with multiple outputs
WO1993007400A1 (fr) * 1991-10-04 1993-04-15 Automotive Products Plc Embrayage a friction
US5730267A (en) * 1994-06-28 1998-03-24 Valeo Clutch mechanism, especially for a motor vehicle
EP0779446A1 (fr) * 1995-12-14 1997-06-18 Valeo Ensemble élastique unitaire à pièces globalement annulaires et mécanisme d'embrayage comportant un tel ensemble élastique unitaire
WO1997028383A1 (fr) * 1996-01-30 1997-08-07 Kemper Yves J Systeme actionneur a force regulee
DE19803016A1 (de) * 1997-01-31 1998-08-06 Exedy Corp Kupplungsdruckanordnung und Vorspannfeder hierin
EP1512881A1 (fr) * 2003-09-03 2005-03-09 Luk Lamellen und Kupplungsbau GmbH Dispositif d'embrayage
WO2005093275A1 (fr) * 2004-03-12 2005-10-06 Valeo Embrayages Dispositif d'embrayage a effort de butée variable.

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006012809A1 (de) * 2006-03-21 2007-09-27 Bayerische Motoren Werke Ag Anfahrkupplung für Fahrzeuge, insbesondere für Rennsportfahrzeuge
DE102008043391A1 (de) 2007-11-17 2009-05-20 Zf Friedrichshafen Ag Reibungskupplung
DE102008011634A1 (de) * 2008-02-28 2009-09-03 Bayerische Motoren Werke Aktiengesellschaft Anfahrkupplung, insbesondere für Renn- und Sportfahrzeuge
WO2009106194A1 (fr) * 2008-02-28 2009-09-03 Bayerische Motoren Werke Aktiengesellschaft Embrayage de démarrage, en particulier pour véhicules de course et de sport
US7954618B2 (en) 2008-02-28 2011-06-07 Bayerische Motoren Werke Aktiengesellshaft Starting clutch, particularly for racing and sports vehicles

Also Published As

Publication number Publication date
GB0428178D0 (en) 2005-01-26
GB0710913D0 (en) 2007-07-18
GB2434846B (en) 2010-03-31
DE112005003219T5 (de) 2007-11-08
GB2434846A (en) 2007-08-08

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