Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
  • F02C6/04—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output
  • F02C6/10—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output supplying working fluid to a user, e.g. a chemical process, which returns working fluid to a turbine of the plant
  • F02C6/12—Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
  • F01D9/00—Stators
  • F01D9/02—Nozzles; Nozzle boxes; Stator blades; Guide conduits, e.g. individual nozzles
  • F01D9/026—Scrolls for radial machines or engines
• • 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
  • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
  • F02B37/025—Multiple scrolls or multiple gas passages guiding the gas to the pump drive
• • 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
  • F02B37/12—Control of the pumps
  • F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2220/00—Application
  • F05D2220/40—Application in turbochargers
• • 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

Definitions

• the invention relates to an exhaust gas turbocharger for an internal combustion engine of a motor vehicle specified in the preamble of claim 1.
• exhaust aftertreatment systems arranged downstream of the turbine in the exhaust gas tract, for example soot filters, catalysts or SCR systems.
• These exhaust aftertreatment systems lead to an increase in pressure at an exhaust gas outlet of the exhaust gas turbocharger.
• This in turn causes a reduction of a turbocharger pressure gradient describing the power of the exhaust gas turbocharger, wherein the turbine pressure gradient can be determined as the quotient of a pressure upstream of the turbine wheel or an exhaust gas inlet of the turbine housing and a pressure downstream of the turbine wheel or an exhaust gas outlet of the turbine housing.
• the turbine size must again be designed to smaller values and thus lower efficiencies in order to be able to satisfy the power requirement of the compressor of the exhaust gas turbocharger.
• the turbine housing comprise two independently flowed through and usually asymmetrical spiral channels, which are each coupled to different exhaust pipes of an exhaust tract of the internal combustion engine.
• the exhaust pipes are in turn assigned to different cylinders or cylinder groups of the internal combustion engine.
• exhaust gas turbochargers which are usually defined by the nominal point, the gas exchange side and the consumption side of the internal combustion engine, but can not be optimally operated by exhaust gas turbocharger with two asymmetric spiral channels in particular the lower load and speed range of internal combustion engines.
• the cross-section of a spiral channel must always be chosen to be relatively small, in order to be able to generate the required exhaust gas flow rates.
• cost sanding process there are fixed manufacturing limits, so that only spiral channels with widths over 4.5 mm can be reliably produced.
• the casting often results in comparatively high scattering of 10% and more, which leads to further losses in efficiency of the exhaust gas turbocharger.
• Object of the present invention is therefore to provide an exhaust gas turbocharger for an internal combustion engine or an internal combustion engine with such an exhaust gas turbocharger, which allow an improvement in efficiency in a wider operating range with the lowest possible manufacturing costs.
• An exhaust gas turbocharger which enables an improvement in efficiency in a larger operating range of an associated internal combustion engine with the lowest possible manufacturing costs, is inventively created in that the first and the second spiral channel have different angles of wrap.
• the wrap angles specify the respective contact areas in degrees, in where the spiral channels enclose the receiving space of the turbine housing. In this way, reduced demands on manufacturing tolerances are ensured with simultaneously improved efficiencies, in particular in the middle and lower load and speed ranges of the associated internal combustion engine.
• the spiral channel with the lower wrap angle helps to significantly increase the efficiency, in particular when part of the turbine wheel. In contrast to the prior art, the sound passage of the exhaust gas flow can thus be generated immediately before the turbine wheel.
• the exhaust gas turbocharger according to the invention enables the further use of cost-effective and established sand casting methods, since their production limits can be easily taken into account, without resulting in limitations of the efficiency or the mechanical stability of the turbocharger housing.
• other cost-effective production methods can be used due to the low demands on manufacturing tolerances.
• the first spiral channel has a wrap angle below 300 °, in particular below 200 ° and preferably below 150 °.
• the first spiral channel is designed as a partial spiral, so that the power requirements of the compressor can be optimally fulfilled even in the lower and middle load and rpm ranges of the internal combustion engine.
• the second spiral channel has a wrap angle of at least 280 °, in particular of at least 320 ° and preferably of at least 350 °.
• the second spiral channel is at least approximately designed as a full spiral, whereby the exhaust gas turbocharger can be operated in high load and speed ranges of the internal combustion engine or acted upon with correspondingly large amounts of exhaust gas, so that a full application of the turbine wheel is made possible.
• the first spiral channel as so-called lambda flood to cause by means of its Aufstauhot the respectively required air-fuel ratio at the best possible efficiencies.
• the first spiral channel in the region of the bearing shaft and the second spiral channel are arranged in the region of an exhaust gas outlet in the turbine housing.
• the at least approximately formed as a full spiral second spiral channel on the outlet side and formed as a partial spiral first spiral channel are arranged in the turbine housing bearing side, whereby a further optimization of the efficiency of the exhaust gas turbocharger is achieved.
• the first and / or the second spiral channel in the mouth region to the receiving space comprises a nozzle.
• the narrowest flow cross-section of the relevant spiral channel can be placed at a defined position, so that the sound passage of the exhaust gas flow velocity can be generated directly in front of the turbine wheel. In this way, unwanted flow losses and associated loss of efficiency are reliably prevented.
• a cross-sectional width of the nozzle is formed as a function of a production-technical limit width.
• the cross-sectional width of the nozzle is selected to be so much above the production-technically achievable limit width that the manufacturing tolerances of the respectively used manufacturing process of the turbine housing have the least possible effect on the subsequent operating behavior of the turbine side of the exhaust gas turbocharger.
• the cross-sectional width of the nozzle when using a low-cost sand casting method is at least about 4.5 mm to the case of the usual manufacturing tolerances of ⁇ 10% cost and reliable production of the turbine housing on the one hand and reliable subsequent operation of the exhaust gas turbocharger on the other to achieve.
• an effective cross section of the nozzle is formed as a function of the wrap angle of the spiral channel and / or the cross-sectional width of the nozzle and / or a radius of the nozzle and / or an efficiency of the exhaust gas turbocharger.
• a D r D * 2 * ⁇ * b D * sin ( ⁇ D ) * ( ⁇ s / 360)
• a 0 is the effective cross-section of the nozzle
• r D is a radius of the nozzle relative to a rotational axis of the turbine wheel
• b D is the cross-sectional width of the nozzle
• ⁇ D is an angle between a circumferential velocity vector and a radial velocity vector of the exhaust flow in the cross section of the nozzle
• ⁇ s denote the wrap angle of the relevant spiral channel.
• a first inlet region of the first spiral channel corresponds to a second inlet region of the second spiral channel.
• a twin-turbocharger having only a small size can be represented, which can also be used in internal combustion engines for passenger cars.
• an improved instationary behavior can be achieved with the aid of this embodiment.
• the setting of an exhaust gas recirculation quantity for reducing the nitrogen oxide emission can be adjusted in a simple manner.
• a third spiral channel is arranged next to the first and the second spiral channel, wherein the third spiral channel has a wrap angle corresponding to a full spiral.
• this can bring about a very high turbine efficiency in addition to optimum swirl generation and a targeted back pressure in an exhaust gas recirculation line.
• the invention proposes that in the area of the first and / or the second spiral channel in the receiving space a guide vanes comprehensive Leitschitterelement is arranged.
• a guide vanes comprehensive Leitschitterelement allows an increase in pressure upstream of the turbine of the exhaust gas turbocharger, so that even at a low flow rate of exhaust gas in concerned spiral channel improved efficiency of the exhaust gas turbocharger is achieved.
• a further advantage is that the guide grid element, in particular translationally and / or rotationally, is movably mounted in the turbine housing. Due to the movability of the guide grid element, a particularly variable adaptability of an effective flow cross section of the first and the second spiral channel is possible.
• the guide element is moved during an engine braking phase of the internal combustion engine in the respective spiral channel, so that the exhaust gas turbocharger can be used as a so-called "turbo break.”
• the guide element during a lighting phase of Internal combustion engine is moved in or out of the spiral channel, whereby a further improved adaptability of the output of the exhaust gas turbocharger to the prevailing operating state of the internal combustion engine is made possible
• an associated with the Leitgitterelement actuator can be coupled to a motor control device of the internal combustion engine to the Leitgitterelement in dependence to move from appropriate control signals.
• a blow-off device in particular a blow-off valve, is provided upstream of the turbine wheel, by means of which exhaust gas is to be conducted past the turbine wheel. This allows a fine trim of the exhaust gas flow rate of the turbine of the exhaust gas turbocharger.
• an internal combustion engine in particular a gasoline and / or diesel engine, for a motor vehicle, with at least two cylinders or two cylinder groups, which are associated with at least two exhaust pipes, and with an exhaust gas turbocharger, which in an intake of the internal combustion engine arranged compressor and one in an exhaust tract of the internal combustion engine arranged turbine, wherein the turbine comprises a turbine housing having at least a first and a second spiral channel, which are each coupled to at least one of the two exhaust pipes of the exhaust tract and independently flowed with exhaust gas, and with a disposed within a receiving space of the turbine housing turbine wheel, which for driving a rotatable about a bearing shaft with this coupled compressor of the compressor with the feasible through the first and the second spiral channel exhaust gas of the internal combustion engine can be acted upon.
• the turbine comprises a turbine housing having at least a first and a second spiral channel, which are each coupled to at least one of the two exhaust pipes of the exhaust tract and independently flowed with exhaust gas, and with a disposed within a receiving space of the turbine
• An improvement in the emissions of the internal combustion engine is made possible in that upstream of the turbine, an exhaust gas recirculation system is arranged in the exhaust tract, by means of which at least a portion of the exhaust gas from at least one of the exhaust pipes is to be transported in the intake.
• the exhaust gas recirculation system enables a reduction of nitrogen oxides (NO ⁇ ) in the combustion of fuel in the internal combustion engine. Due to the improved Aufstaudate the exhaust gas turbocharger while operating areas are made possible in which, despite a high exhaust gas recirculation capability results in a positive charge exchange between the exhaust tract and the intake of the engine.
• a further improvement of the emission values of the internal combustion engine is given by the fact that in the exhaust tract, in particular downstream of an exhaust gas outlet of the turbine housing, an exhaust aftertreatment system, in particular a soot filter and / or a catalyst and / or an SCR system is arranged. Any increase of a back pressure of the turbine wheel by such an exhaust aftertreatment system can be advantageously compensated by means of the exhaust gas turbocharger in the lower or middle operating range of the internal combustion engine.
• Fig. 1 is a schematic and partially sectional view of a
• Fig. 2 is a schematic and partially sectional view of a first
• FIG. 3 is a schematic and partially sectional view of the exhaust gas turbocharger according to a further embodiment, wherein a die for setting a blade height of a fixed guide grid element of a second spiral channel can be seen;
• Fig. 4 is a schematic and partially sectional view of that shown in Fig. 3
• Exhaust gas turbocharger wherein the die for changing the blade height is moved in a flow area of the second spiral channel
• Fig. 5 is a schematic diagram of one with the exhaust gas turbocharger according to the first
• Embodiment provided internal combustion engine
• Fig. 6 in a schematic and partially sectional view of the
• FIG. 7 is a schematic diagram of an internal combustion engine provided with the exhaust-gas turbocharger according to the further exemplary embodiment according to FIG. 6; FIG. and
• FIG. 8 is a schematic diagram of a with the exhaust gas turbocharger according to the further embodiment of FIG. 6 and with a 2- stage arrangement corresponding further exhaust gas turbocharger provided internal combustion engine;
• Fig. 9 is a schematic representation of one having a three spiral channels
• Exhaust gas turbocharger provided internal combustion engine in a first embodiment
• Fig. 10 is a schematic diagram of one having a three spiral channels
• Exhaust gas turbocharger provided internal combustion engine in a further embodiment.
• the exhaust-gas turbocharger comprises a turbine housing 12 which comprises a first and a second spiral channel 14a, 14b which can be coupled to one of a plurality of exhaust pipes 16a, 16b (see Fig. 5) of an exhaust tract 18 of the internal combustion engine 10 and can be flowed through independently of one another with exhaust gas are.
• the turbine housing 12 comprises a turbine wheel 22 which is arranged within a receiving space 20 and which is capable of driving a compressor 27 of a compressor 27 (see Fig.
• the first and the second spiral channel 14a, 14b have different wrap angles ⁇ s . While the second spiral channel 14b, which is arranged in the region of an exhaust gas outlet 26 of the turbine housing 12, has a wrap angle ⁇ s of more than 320 °, the first spiral channel 14a, which is arranged in the region of the bearing shaft 24, has a smaller wrap angle ⁇ s of about 135 ° (see Fig. 2).
• the exhaust gas turbocharger comprises a double-flow turbine 23 whose first spiral channel 14a is designed as a partial spiral and whose second spiral channel 14b is at least approximately designed as a full spiral for the flow guidance of the exhaust gas flow.
• This makes it possible to securely seat the narrowest flow section of the turbine 23 in a nozzle 28a or 28b, whereby the sound passage of the exhaust gas flow velocity directly in front of the turbine wheel 22 and not in the cross section A s (see Fig. 2) of the respective spiral channel 14a, 14b is produced.
• the nozzles 28a, 28b in turn, each the narrowest Have cross-sectional widths b D of the two spiral channels 14a, 14b, are each arranged in the mouth region to the receiving space 20.
• the cross-sectional width b D of the smaller nozzle 28a is formed as a function of a manufacturing limit width of a used for the production of the turbine housing 12, inexpensive sand casting and is at least 4.5 mm, at the here customary manufacturing tolerances of ⁇ 10% cost-effective and process-reliable production of Ensure turbine housing 12 on the one hand and a reliable subsequent operation of the exhaust gas turbocharger on the other hand.
• An effective cross section A 0 of the nozzle 28a is in accordance with the formula
• a D r D * 2 * ⁇ * b D * sin ( ⁇ D ) * ( ⁇ s / 360)
• r D denotes a radius of the nozzle 28a with respect to a rotational axis I of the turbine wheel 22 and ⁇ D denotes an angle between a peripheral velocity vector and a radial velocity vector of exhaust gas flow in the cross section of the nozzle 28a (see Fig. 2).
• the effective cross-section A D of the nozzle 28a is selected taking into account the wrap angle ⁇ s, the cross-sectional width b D of the nozzle 28a, which depends on the achievable manufacturing tolerance, and the desired turbine efficiency.
• the exhaust gas turbocharger includes a per se known and a plurality of vanes comprehensive Leitgitterelement 30, which inter alia for displaying a Turbobremsfunktion gleich ("turbo bol") of the exhaust gas turbocharger according to double arrow Ia axially pushed into the nozzle 28b of the second spiral channel 14b on or out of the nozzle 28b can be.
• FIG. 2 shows a schematic and partially sectioned illustration of the first spiral channel 14a according to the sectional plane H-II shown in FIG.
• the wrap angle ⁇ s of approximately 135 °, which is reduced in relation to a full spiral, the angle ⁇ D and the cross section A s of the spiral channel 14a can be seen.
• Fig. 3 shows a schematic and partially sectional view of the exhaust gas turbocharger according to a further embodiment.
• the first guide grid element 30 is designed to be stationary.
• a die 32 is provided, which is mounted for adjusting a blade height and thus a Aufstau s the Leitgitterelements 30 according to double arrow III axially displaceable in the turbine housing 12.
• the die 32 is moved in Fig. 3 from the flow surface of the second spiral channel 14 b, whereas in Fig. 4 is largely inserted into the flow area.
• the Aufstau s the turbine 23 of the exhaust gas turbocharger can be adjusted fully variable.
• a fundamentally optional second guide grid element 30 ' can be seen in FIGS. 3 and 4, which is arranged in the region of the nozzle 28a of the first spiral passage 14a and is of fixed design.
• the internal combustion engine 10 can basically be designed as a diesel, petrol or diesel engine and in the present case comprises six cylinders 11a-f, of which the cylinders 11a-c in a first cylinder group 34a and the cylinders 11d-f are combined in a second cylinder group 34b.
• the cylinder groups 34a, 34b are associated with the two exhaust pipes 16a, 16b, of which the first exhaust pipe 16a is coupled via respective manifolds with the first spiral channel 14a formed as a partial spiral and the second exhaust pipe 16b with the second spiral channel 14b of the exhaust gas turbocharger formed as a full spiral ,
• an exhaust gas recirculation system 38 is also arranged in the exhaust tract 18, by means of which at least a part of the exhaust gas from the exhaust pipe 16a is to be transported into an intake tract 40.
• the intake tract 40 in turn comprises an air filter 36 and a charge air cooler 37 arranged downstream of the compressor wheel 25.
• the exhaust gas recirculation system 38 in turn comprises a controllable exhaust gas recirculation valve 46 and an exhaust gas cooler 48, by means of which the exhaust gas temperature can be cooled down.
• the second exhaust pipe 16b is coupled to a blow-off device 42, by means of which exhaust gas is to be conducted past the turbine wheel 22.
• the blower 42 may in principle be integrated into the turbine housing 12 of the exhaust gas turbocharger or formed as an independent component. Downstream of the exhaust outlet 26 of the turbine housing 12 is a
• the trained as a full spiral second spiral channel 14b, which is also referred to as Lambda flood, ensures by means of its Aufstaufind for the required air-fuel ratio with the objective to effect the best possible turbine efficiencies. It is possible with the aid of the exhaust gas turbocharger, by means of the second, with the second spiral channel 14b operatively connected cylinder group 34b a positive charge exchange p 2 -p 3 'to accomplish.
• a positive charge change when using the asymmetrical turbine 23 operating ranges of the internal combustion engine 10, in which adjusts despite a high exhaust gas recirculation capability, a positive charge change.
• a control and control system 50 For controlling and controlling many functions of the internal combustion engine 10 is associated with a control and control system 50.
• the exhaust gas recirculation valve 46 and the blow-off device 42 can be regulated via the control and regulation system 50.
• the second spiral channel 14b is designed to extend radially around the first spiral channel 14a.
• a first inlet region E14a of the first spiral channel 14a corresponds to a second inlet region E14b of the second spiral channel 14b.
• An annular transition region 52 from the first inlet region 14a or the second inlet region E 14b to the second spiral channel 14b can be designed differently.
• the annular transition region 52 is opened completely permeable to flow.
• the transition region 52 has a plurality of flow-permeable openings in the form of slots.
• the transition region 52 could be provided with circular openings. Each shape of the flow-permeable openings may be provided in the transition region 52 and is to be adapted to the area of application of the exhaust-gas turbocharger.
• the annular transition region 52 could also be made adjustable with respect to its flow-permeable opening.
• the first guide-grid element 30 is positioned between an end of the second spiral passage 14b facing the turbine wheel 22 and the receiving space 20.
• the first guide grid element 30 is arranged fixed.
• the die 32 is provided, which is mounted axially displaceably in the turbine housing 12.
• the guide grid element 30 is formed in the form of known adjustable guide vanes. The positioning of the die 32 or the adjustment of the adjustable guide vanes of the guide-grid element 30 takes place with the aid of the regulation and control device 50.
• the internal combustion engine 10 has an exhaust gas line 16a, which is connected to the first inlet region E14a or the second inlet region 14b.
• the flow of the turbine wheel 22 is variable.
• the turbine wheel 22 is optional flows exclusively via the first spiral channel 14a or both via the first spiral channel 14a and via the second spiral channel 14b. If the turbine wheel 22 flows through both spiral channels 14a, 14b, depending on the positioning of the die 32, a stronger or weaker flow of the turbine wheel 22 can be achieved via the second spiral channel 14b.
• the internal combustion engine 10 is assigned a second exhaust gas turbocharger 54, wherein exhaust gas can be conducted past a second turbine 58 of the second exhaust gas turbocharger 54 into the first inlet region E 14a or the second inlet region 14b via a bypass channel 56.
• the exhaust gas quantity of the exhaust gas flowing past the second turbine 58 can be adjusted.
• the exhaust-gas turbocharger has a third spiral channel 14c, the third spiral channel 14c being arranged next to the first spiral channel 14a and the second spiral channel 14b.
• the third spiral channel 14c is configured in the known manner and has a wrapping angle ⁇ s corresponding to the full spiral. Referring to Fig. 9, the third spiral channel 14c is coupled to the second exhaust pipe 16b.
• the first exhaust pipe 16a which is not coupled to the blower 42, is connected to the first spiral channel 14a and the second spiral channel 14b, respectively.
• the exhaust gas recirculation valve 46 of the exhaust gas recirculation system 38 can be dispensed with in this embodiment, the exhaust gas recirculation valve 46 of the exhaust gas recirculation system 38, as a control of the pressure to be set in the exhaust gas recirculation system 38 by means of the Leitgitterelements 30 of the second spiral channel 14b.
• the first guide element 30 is completely received in the die 32, so that no exhaust gas from the second spiral channel 14b can flow onto the turbine wheel 22.
• an adjustment of the exhaust gas flowing via the second spiral channel 14b takes place via a control valve 60, which is positioned in a region of the second spiral channel 14b.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Chemical Kinetics & Catalysis (AREA)
• General Chemical & Material Sciences (AREA)
• Supercharger (AREA)
• Control Of Turbines (AREA)
• Exhaust Gas After Treatment (AREA)

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• 2008
  • 2008-04-24 DE DE102008020406A patent/DE102008020406A1/de not_active Withdrawn
• 2009
  • 2009-03-13 WO PCT/EP2009/001834 patent/WO2009129895A1/de not_active Ceased
  • 2009-03-13 JP JP2011505381A patent/JP5446016B2/ja not_active Expired - Fee Related
• 2010
  • 2010-10-22 US US12/925,546 patent/US8621863B2/en not_active Expired - Fee Related

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