WO2009110419A1 - エンジン - Google Patents
エンジン Download PDFInfo
- Publication number
- WO2009110419A1 WO2009110419A1 PCT/JP2009/053841 JP2009053841W WO2009110419A1 WO 2009110419 A1 WO2009110419 A1 WO 2009110419A1 JP 2009053841 W JP2009053841 W JP 2009053841W WO 2009110419 A1 WO2009110419 A1 WO 2009110419A1
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- Prior art keywords
- engine
- speed
- supercharger
- decrease rate
- increase
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Classifications
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- 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
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
- F02D41/405—Multiple injections with post injections
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
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- 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
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a technique for performing post-injection control in an engine equipped with a supercharger.
- multistage fuel injection control for performing fuel injection control a plurality of times in one cycle is known. Since the multistage fuel injection control can actively perform combustion, combustion noise and exhaust emission can be reduced.
- Post injection control performed in the exhaust stroke of multistage fuel injection control is well known.
- the post-injection control is performed mainly for the purpose of improving the acceleration performance at low speed and low load by burning Particulate Matter accumulated in Diesel Particulate Filter (hereinafter referred to as DPF) or increasing exhaust energy.
- DPF Diesel Particulate Filter
- JP 2007-162585 discloses a configuration of an engine that performs post-injection control for regenerating a DPF.
- post-injection control does not hold as fuel injection control because it causes bore flash if the injection amount is transient.
- the bore flash is a phenomenon in which the fuel collides with the cylinder wall surface to eliminate the oil lubrication film or the fuel accumulates on the oil pan. For this reason, post-injection control for increasing exhaust energy performed over a wide range of the operating region has not been realized.
- An object of the present invention is to provide an engine capable of performing post-injection control with an appropriate fuel injection amount in a wide range of operation.
- An engine includes an engine body provided with a supercharger, engine speed detecting means for detecting engine speed, engine load detecting means for detecting engine load, and supercharging pressure detecting means for detecting supercharging pressure. And a supercharger speed detection means for detecting the supercharger speed, and a control means for performing at least one post-injection control in order to increase the exhaust energy in the expansion or exhaust stroke. Means recognizes the engine speed, the supercharging pressure, the engine load, and the supercharger speed, and the supercharger speed is calculated from the target supercharger speed calculated by the control means; Post injection control is performed so that
- control means determines that the fuel injection is abnormal when the supercharger rotational speed is out of an allowable value of the target supercharger rotational speed.
- the control means calculates an engine speed increase / decrease rate based on the engine speed, calculates a boost pressure increase / decrease rate based on the supercharging pressure, and determines the turbocharger speed.
- the turbocharger speed increase / decrease rate is calculated based on the engine speed
- the target turbocharger speed increase / decrease rate is calculated based on the engine speed increase / decrease ratio, the supercharging pressure increase / decrease ratio, and the engine load. It is preferable to perform post-injection control so that the machine speed increase / decrease rate becomes the target turbocharger speed increase / decrease rate.
- control unit determines that the fuel injection is abnormal when the turbocharger rotational speed increase / decrease rate is out of an allowable value of the target turbocharger rotational speed increase / decrease rate.
- the post-injection control is performed based on the supercharger rotation speed, so that the post-injection control can be performed with an appropriate fuel injection amount in a wide range of the operation region.
- FIG. 3 is a flowchart showing post injection control that is also the first embodiment.
- the engine 1 which is an embodiment of the present invention will be described with reference to FIG.
- the engine 1 includes an engine body 10, an engine speed sensor 21 as an engine speed detection means for detecting the engine speed, an accelerator opening sensor 24 as an engine load detection means for detecting an engine load, a boost pressure A boost sensor 23 as a supercharging pressure detecting means for detecting (boost pressure), a turbo sensor 22 as a supercharger rotational speed detecting means for detecting a supercharger rotational speed (turbo rotational speed), and a control means
- An Engine Control Unit (hereinafter referred to as ECU) 100 is provided.
- the engine body 10 is a 6-cylinder engine provided with a turbocharger 7 as a supercharger.
- the engine body 10 includes a cylinder head 15 and a cylinder block 16.
- an intake pipe 8 is connected to the intake manifold, and an exhaust pipe 9 is connected to the exhaust manifold.
- the crankshaft 3 is pivotally supported on the cylinder block 16.
- the turbocharger 7 includes a variable geometry turbo (hereinafter referred to as “VGT”) 5 as variable capacity means disposed in the exhaust pipe 9 and a compressor 6 disposed in the intake pipe 8.
- VVT variable geometry turbo
- the VGT 5 is a turbine that varies the opening area of the turbine blades of the exhaust turbine according to the engine speed and changes the exhaust gas flow rate.
- it is not limited to the turbocharger 7,
- the structure provided with the mechanism which controls boost pressure positively, such as an active waste gate, may be sufficient.
- Accelerator lever (not shown) is provided in the vicinity of the engine body 10 or in an operation unit such as a ship on which the engine body 10 is mounted.
- the structure provided with a throttle lever may be sufficient without being limited to an accelerator lever.
- the fuel injection device includes a common rail 13, injectors 11... 11, and electromagnetic valves 12.
- the common rail 13 is a pressure vessel that accumulates fuel sent by a fuel injection pump (not shown).
- the injector 11 is a device that injects fuel accumulated in the common rail 13 into each cylinder.
- the solenoid valve 12 has a function of blocking and communicating the fuel passage of the injector 11.
- the ECU 100 is connected with an engine speed sensor 21, a turbo sensor 22, a boost sensor 23, an accelerator opening sensor 24, electromagnetic valves 12... 12, and a VGT 5.
- the engine speed sensor 21 is provided in the vicinity of the crankshaft 3 and detects the engine speed Ne.
- the turbo sensor 22 is provided on the compressor 6 side of the turbocharger 7, generates a rotation pulse according to the number of blades of the compressor 6, and detects the supercharger rotation speed (turbo rotation speed) Nc.
- the turbo sensor 22 is, for example, an eddy current type or a hall sensor. Further, the turbo rotation speed Nc may be a value divided by a predetermined ratio in order to reduce the calculation burden on the ECU 100.
- the boost sensor 23 is provided in the intake pipe 8 and detects a supercharging pressure (boost pressure) Pb.
- the accelerator opening sensor 24 is provided at the accelerator rotation base, and detects the accelerator opening Ac.
- the ECU 100 has a function of calculating the main injection amount QM from the fuel injection amount map f3q (Ne, Ac, QM) based on the engine speed Ne and the accelerator opening degree Ac.
- the fuel injection amount map f3p (Ne, Ac, QM) is a three-dimensional map stored in advance in the storage device of the ECU 100.
- the post injection control will be described with reference to FIG.
- the ECU 100 has a function of performing post-injection control at an optimal timing and number of times from the expansion stroke to the exhaust stroke of each cylinder.
- FIG. 2 shows a time-series injection command signal graph representing the timing of post injection control in a certain cylinder. Since the engine 1 is a 6-cylinder, 4-cycle type, the main injection m is injected once per cycle (720 °). The post injection control p is injected twice in the expansion / exhaust stroke from the compression top dead center TDC to the exhaust top dead center TDC by the main injection m.
- the ECU 100 has a function of performing post-injection control so that the turbo speed Nc becomes a target turbo speed Ncm suitable for the operating state of the engine 1.
- the target turbo speed map f4c (Ne, Pb, QM, Ncm) will be described.
- the ECU 100 has a function of calculating the target turbo speed Ncm from the target turbo speed map f4c (Ne, Pb, QM, Ncm).
- the target turbo speed map f4c (Ne, Pb, QM, Ncm) is a four-dimensional map representing the correlation among the engine speed Ne, the boost pressure Pb, the main injection amount QM, and the turbo speed Nc, and is stored in the ECU 100. Pre-stored in the device.
- the target turbo speed map f4c (Ne, Pb, QM, Ncm) is set in the ECU 100 in advance, it is possible to select and set the optimum target turbo speed Ncm for reducing the exhaust emission.
- each target turbo speed Ncm in the target turbo speed map f4c (Ne, Pb, QM, Ncm) is set such that the total exhaust emission amount S is minimized.
- the ECU 100 acquires each necessary physical quantity.
- the ECU 100 acquires the engine speed Ne, the turbo speed Nc, the boost pressure Pb, and the accelerator opening degree Ac. Further, the ECU 100 calculates the main injection amount QM from the fuel injection amount map f3q (Ne, Ac, QM) based on the engine speed Ne and the accelerator opening degree Ac.
- the ECU 100 calculates the target turbo speed Ncm from the target turbo speed map f4c (Ne, Pb, QM, Ncm) based on the engine speed Ne, the boost pressure Pb, and the main injection amount QM. . Further, ECU 100 calculates an allowable threshold value ⁇ ⁇ Nc for target turbo speed Ncm. The threshold value ⁇ ⁇ Nc is determined for each target turbo speed Ncm value, and is a different threshold value depending on the engine speed Ne, the boost pressure Pb, and the main injection amount QM.
- the ECU 100 determines whether or not the absolute value of the difference between the turbo speed Nc and the target turbo speed Ncm is smaller than the threshold value ⁇ Nc. When the ECU 100 is smaller than the threshold value ⁇ Nc in S112, the ECU 100 proceeds to S118, ends the post-injection control, and performs normal operation.
- the ECU 100 adjusts the post-injection attribute QP (QPm, QPt) when the threshold value ⁇ Nc or more.
- QPm is the number of injections in the post injection control.
- QPt is an injection amount in the post injection control.
- the adjustment of the specific post injection attribute QP (QPm, QPt) is not limited, the ECU 100 performs post injection so that the absolute value of the difference between the turbo rotation speed Nc and the target turbo rotation speed Ncm is smaller than the threshold value ⁇ Nc.
- the attribute QP (QPm, QPt) is adjusted.
- the ECU 100 adjusts the VGT opening degree Fv. Although specific VGT opening adjustment is not limited, the ECU 100 adjusts the VGT opening Fv so that the absolute value of the difference between the turbo rotation speed Nc and the target turbo rotation speed Ncm is smaller than the threshold value ⁇ Nc.
- the ECU 100 increases the counter value N by +1.
- the counter value N is the number of times the post injection attribute QP (QPm, QPt) has been adjusted.
- S116 ECU 100 determines whether counter value N is N> 5 or not.
- S117 ECU 100 turns on the fuel injection abnormality flag when N> 5 in S116. On the other hand, if N> 5 is not satisfied in S116, the ECU 100 returns to S111.
- the post-injection control is performed so that the turbo speed Nc becomes the target turbo speed Ncm suitable for the state of the engine 1, so that the post-injection control is performed over a wide range with the minimum required fuel injection amount. It can be carried out. At the same time, bore flush can be avoided. Further, in this control, even if the supercharger is VGT5, post injection control can be performed at the turbo rotation speed Nc. That is, post-injection control can be performed regardless of the type of supercharger. Furthermore, post-injection control can be performed without being affected by deterioration of the injector 11 and the electromagnetic valve 12, or changes with time of the engine 1, the fuel injection device, and the turbocharger 7. Further, in S115 to S117, it is possible to accurately detect abnormality of the fuel injection device such as the turbocharger 7 or the common rail 13, the injector 11, and the electromagnetic valve 12.
- the post injection control flow according to the second embodiment will be described with reference to FIG.
- the ECU 100 has a function of performing post-injection control so that the turbo speed increase / decrease rate RNc becomes the target turbo speed increase / decrease rate RNcm suitable for the state of the engine 1. Note that this control is control in a transient operation state where the engine operation state is accelerating or decelerating.
- the ECU 100 has a function of calculating target turbo speed increase / decrease rate RNcm from target turbo speed increase / decrease rate map f4Rc (RNe, RPb, QM, RNcm).
- the target turbo speed increase / decrease rate map f4Rc (RNe, RPb, QM, RNcm) is a four-dimensional representation of the correlation between the engine speed increase / decrease rate RNe, the boost pressure increase / decrease rate RPb, the main injection amount QM, and the turbo speed increase / decrease rate RNc.
- the map is stored in advance in the storage device of the ECU 100.
- the ECU 100 calculates an engine speed increase / decrease rate RNe that is an increase / decrease rate of the engine speed Ne in a predetermined time. Further, ECU 100 calculates a turbo rotation speed increase / decrease rate RNc, which is an increase / decrease rate of turbo rotation speed Nc in a predetermined time. Further, the ECU 100 calculates a boost pressure increase / decrease rate RPb that is an increase / decrease rate of the boost pressure Pb during a predetermined time. Further, the ECU 100 acquires the accelerator opening degree Ac by the accelerator opening degree sensor 24.
- the ECU 100 calculates the main injection amount QM from the fuel injection amount map f3Rq (RNe, Ac, QM) based on the engine speed increase / decrease rate RNe and the accelerator opening degree Ac.
- the fuel injection amount map f3Rq (RNe, Ac, QM) is a map obtained by changing the engine speed Ne of the fuel injection amount map f3q (Ne, Ac, QM) described above to the engine speed increase / decrease rate RNe.
- the ECU 100 determines the target turbo from the target turbo speed increase / decrease rate map f4Rc (RNe, RPb, QM, RNcm) based on the engine speed increase / decrease rate RNe, the main injection amount QM, and the boost pressure increase / decrease rate RPb. Rotational speed increase / decrease rate RNcm is calculated. Further, ECU 100 calculates an allowable threshold value ⁇ ⁇ RNcm for target turbo rotational speed increase / decrease rate RNcm.
- the threshold value ⁇ ⁇ RNcm is determined for each target turbo speed increase / decrease rate RNcm value, and is different depending on the engine speed increase / decrease rate RNe, the boost pressure increase / decrease rate RPb, and the main injection amount QM.
- the ECU 100 determines whether the absolute value of the difference between the turbo rotational speed increase / decrease rate RNc and the target turbo rotational speed increase / decrease rate RNcm is smaller than the threshold value ⁇ RNc. If the ECU 100 is smaller than the threshold value ⁇ RNc in S122, the ECU 100 proceeds to S118, ends the post-injection control, and performs normal operation.
- ECU 100 adjusts post-injection attribute QP (QPm, QPt) so that the absolute value of the difference between turbo rotational speed increase / decrease rate RNc and target turbo rotational speed increase / decrease rate RNcm is smaller than threshold value ⁇ RNc, and VGT opening degree Adjust Fv.
- the post-injection control is performed so that the turbo rotational speed increase / decrease rate RNc becomes the target turbo rotational speed increase / decrease rate RNcm suitable for the state of the engine 1 when the engine operating state is the transient operating state, the minimum necessary The post-injection control can be performed over a wide range with the fuel injection amount. At the same time, bore flush can be avoided.
- the two post-injection controls described above are performed from the expansion stroke to the exhaust stroke of the engine 1, that is, until the exhaust valve (not shown) is closed. In this way, fuel can be prevented from being injected into the exhaust manifold.
- the present invention can be used for an engine that performs post-injection control.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
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Abstract
Description
S115において、ECU100は、カウンター値Nを+1増加させる。ここで、カウンター値Nとは、ポスト噴射属性QP(QPm、QPt)を調整した回数である。
S116において、ECU100は、カウンター値NがN>5であるか判断する。
S117において、ECU100は、S116においてN>5である場合は、燃料噴射異常フラグをONとする。一方、ECU100は、S116においてN>5でない場合は、S111に戻る。
また、本制御は、過給機がVGT5であっても、ターボ回転数Ncでポスト噴射制御を行うことができる。つまり、過給機の形式にとらわれずにポスト噴射制御を行うことができる。
さらに、インジェクタ11及び電磁弁12の劣化、或いはエンジン1、燃料噴射装置、及びターボチャージャー7の経時変化に影響されずにポスト噴射制御を行うことができる。
さらに、S115~S117においては、ターボチャージャー7又はコモンレール13、インジェクタ11、及び電磁弁12等の燃料噴射装置の異常を的確に検知できる。
Claims (4)
- 過給機を備えるエンジン本体と、
エンジン回転数を検出するエンジン回転数検出手段と、
エンジン負荷を検出するエンジン負荷検出手段と、
過給圧を検出する過給圧検出手段と、
過給機回転数を検出する過給機回転数検出手段と、
膨張又は排気行程において排気エネルギーを増加させるために少なくとも1回のポスト噴射制御を行う制御手段と、
を具備し、
前記制御手段は、
前記エンジン回転数、前記過給圧、前記エンジン負荷、及び前記過給機回転数を認識し、前記過給機回転数が、前記制御手段において算出された目標過給機回転数となるようにポスト噴射制御を行うエンジン。 - 前記制御手段は、
前記過給機回転数が前記目標過給機回転数の許容値外となるときは、燃料噴射異常であると判定する請求項1記載のエンジン。 - 前記制御手段は、
前記エンジン回転数に基づいてエンジン回転数増減率を算出し、
前記過給圧に基づいて過給圧増減率を算出し、
前記過給機回転数に基づいて過給機回転数増減率を算出し、
前記エンジン回転数増減率、前記過給圧増減率、及び前記エンジン負荷に基づいて目標過給機回転数増減率を算出し、
前記過給機回転数増減率が前記目標過給機回転数増減率となるようにポスト噴射制御を行う請求項1記載のエンジン。 - 前記制御手段は、
前記過給機回転数増減率が前記目標過給機回転数増減率の許容値外となるときは、燃料噴射異常であると判定する請求項3記載のエンジン。
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP09716635.9A EP2264301B1 (en) | 2008-03-03 | 2009-03-02 | Engine |
NO09716635A NO2264301T3 (ja) | 2008-03-03 | 2009-03-02 | |
CA2715173A CA2715173C (en) | 2008-03-03 | 2009-03-02 | Supercharged engine with post-injection control |
BRPI0908757A BRPI0908757A2 (pt) | 2008-03-03 | 2009-03-02 | motor |
US12/920,517 US9488124B2 (en) | 2008-03-03 | 2009-03-02 | Turbocharged engine with post fuel injection control |
CN200980107482.8A CN101965445B (zh) | 2008-03-03 | 2009-03-02 | 发动机 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2008052573A JP5301857B2 (ja) | 2008-03-03 | 2008-03-03 | コモンレール式電子噴射制御系エンジン |
JP2008-052573 | 2008-03-03 |
Publications (1)
Publication Number | Publication Date |
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WO2009110419A1 true WO2009110419A1 (ja) | 2009-09-11 |
Family
ID=41055974
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PCT/JP2009/053841 WO2009110419A1 (ja) | 2008-03-03 | 2009-03-02 | エンジン |
Country Status (9)
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US (1) | US9488124B2 (ja) |
EP (1) | EP2264301B1 (ja) |
JP (1) | JP5301857B2 (ja) |
CN (1) | CN101965445B (ja) |
BR (1) | BRPI0908757A2 (ja) |
CA (1) | CA2715173C (ja) |
NO (1) | NO2264301T3 (ja) |
RU (1) | RU2451197C1 (ja) |
WO (1) | WO2009110419A1 (ja) |
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- 2009-03-02 CN CN200980107482.8A patent/CN101965445B/zh not_active Expired - Fee Related
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Also Published As
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EP2264301B1 (en) | 2018-05-16 |
CA2715173A1 (en) | 2009-09-11 |
CN101965445B (zh) | 2014-08-20 |
EP2264301A1 (en) | 2010-12-22 |
US20110005223A1 (en) | 2011-01-13 |
EP2264301A4 (en) | 2015-08-12 |
RU2010140411A (ru) | 2012-04-10 |
NO2264301T3 (ja) | 2018-10-13 |
RU2451197C1 (ru) | 2012-05-20 |
JP5301857B2 (ja) | 2013-09-25 |
JP2009209741A (ja) | 2009-09-17 |
CA2715173C (en) | 2013-10-29 |
US9488124B2 (en) | 2016-11-08 |
BRPI0908757A2 (pt) | 2018-03-13 |
CN101965445A (zh) | 2011-02-02 |
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