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EP1090221B1 - Procede de fonctionnement d'un moteur a combustion interne, notamment pour un vehicule automobile - Google Patents

Procede de fonctionnement d'un moteur a combustion interne, notamment pour un vehicule automobile Download PDF

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Publication number
EP1090221B1
EP1090221B1 EP99939317A EP99939317A EP1090221B1 EP 1090221 B1 EP1090221 B1 EP 1090221B1 EP 99939317 A EP99939317 A EP 99939317A EP 99939317 A EP99939317 A EP 99939317A EP 1090221 B1 EP1090221 B1 EP 1090221B1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
internal combustion
combustion engine
injected
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP99939317A
Other languages
German (de)
English (en)
Other versions
EP1090221A1 (fr
Inventor
Hansjörg BOCHUM
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1090221A1 publication Critical patent/EP1090221A1/fr
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Publication of EP1090221B1 publication Critical patent/EP1090221B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • 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
    • F02D41/3809—Common rail control systems
    • F02D41/3818—Common rail control systems for petrol engines
    • 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
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode

Definitions

  • the invention relates to a method for starting a Internal combustion engine, in particular of a motor vehicle, at which is the fuel to be injected for combustion during a suction phase and during a Compression phase injected directly into a combustion chamber and at which the pressure is determined with which the Fuel is injected into the combustion chamber. Furthermore
  • the invention relates in particular to an internal combustion engine for a motor vehicle, with an injection valve, with the the fuel to be injected for combustion during during a suction phase and during a compression phase can be injected directly into a combustion chamber, and with a Control device for controlling and / or regulating the start the internal combustion engine, and with a pressure sensor Measurement of the pressure with which the fuel enters the combustion chamber is injected.
  • a system for the direct injection of fuel into the Combustion chamber of an internal combustion engine is, for example, from DE-A-197 39 786 known.
  • Shift operation is particularly important for smaller loads used during the homogeneous operation at larger, at the Internal loads applied to the internal combustion engine.
  • the fuel is used during the Compression phase of the internal combustion engine in the combustion chamber injected in such a way that a Cloud of fuel in the immediate vicinity of a spark plug located.
  • This injection can be different Way. So it is possible that the injected Fuel cloud is already during or immediately after the injection is at the spark plug and from this is ignited. It is also possible that the injected cloud of fuel through a charge movement the spark plug is led and then ignited. at the two combustion processes are not uniform Fuel distribution before, but a stratified charge.
  • the object of the invention is a method for starting an internal combustion engine and an internal combustion engine create with which the described blowing back completely is generally avoided, and with which in particular a as fuel-saving as possible starting the Internal combustion engine is possible.
  • This task is initiated in a procedure mentioned type according to the invention solved in that Start the pressure that builds up the fuel is injected during the priming phase when the pressure is smaller than a predeterminable minimum pressure and that the Fuel is injected during the compression phase, if the pressure is greater than the predefinable minimum pressure.
  • Start the pressure that is built up by the control unit the fuel is injected during the induction phase, if the pressure is less than a predefinable one Minimum pressure, and that by the control unit of the fuel is injected during the compression phase when the Pressure is greater than the specifiable minimum pressure.
  • the fuel again during the Intake phase is injected when the pressure is lower as a predeterminable hysteresis pressure, the Hysteresis pressure is less than the minimum pressure.
  • the Hysteresis pressure is less than the minimum pressure.
  • the pressure at which the fuel enters the combustion chamber is injected, controlled to a maximum pressure and / or regulated. This represents a pressure control of the Pressure in the pressure accumulator with which this pressure the maximum pressure is limited.
  • the process according to the invention is general be used in the operation of the internal combustion engine can.
  • the use of the is particularly advantageous inventive method when starting the Internal combustion engine, especially if the speed of the Internal combustion engine is smaller than a specifiable Start End threshold.
  • control Program for executing the method according to the invention, which is stored on a computing device, particularly executable on a microprocessor is.
  • the invention is based on a Control stored program realized so that this control provided with the program in the same
  • the invention represents how the method for its Execution the program is suitable.
  • a control can in particular be an electrical storage medium for Use, for example, a read-only memory.
  • an internal combustion engine 1 is one Motor vehicle shown, in which a piston 2 in one Cylinder 3 can be moved back and forth.
  • the cylinder 3 is with a combustion chamber 4 provided, inter alia, by the Piston 2, an inlet valve 5 and an outlet valve 6 is limited.
  • the inlet valve 5 is an intake pipe 7 and an exhaust pipe 8 is coupled to the exhaust valve 6.
  • the intake pipe 7 there is a rotatable throttle valve 9 housed, through which the intake pipe 7 air can be supplied is.
  • the amount of air supplied depends on the Throttle valve angular position 9.
  • An injector 10 is associated with the cylinder 3, with the fuel into the combustion chamber 4 of the internal combustion engine 1 can be injected. There is also a spark plug 11 assigned to the cylinder 3 with which the injected Fuel can be ignited.
  • the throttle valve 9 is opened wide.
  • the fuel is from the injector 10 during a through the Piston 2 caused compression phase in the combustion chamber 4 injected, locally into the immediate Environment of the spark plug 11 and in time in a suitable Distance before the ignition point. Then with the help of Spark plug 11 ignites the fuel so that the piston 2 in the work phase that now follows due to the expansion of the ignited fuel is driven.
  • the throttle valve 9 is dependent on the desired, supplied air mass partially opened or closed.
  • the fuel is supplied from the injection valve 10 during one caused by the piston 2 Intake phase injected into the combustion chamber 4. Through the air that is sucked in at the same time becomes injected Fuel swirls and thus in the combustion chamber 4 in essentially evenly distributed. After that it will Air / fuel mixture during the compression phase compressed to then ignited by the spark plug 11 become. Due to the expansion of the ignited fuel the piston 2 is driven.
  • Fuel mass is in particular from a control unit 12 with a view to low fuel consumption and / or controlled low pollutant development and / or regulated.
  • the control device 12 is equipped with a Microprocessor provided in a storage medium, a program in particular in a read-only memory has saved, which is suitable for the named Control and / or regulation to perform.
  • the control device 12 is acted upon by input signals, the operating variables measured by sensors Represent internal combustion engine 1.
  • Control unit 12 with an air mass sensor, a lambda sensor and connected to a speed sensor.
  • the control unit 12 is connected to an accelerator pedal sensor which generates a signal indicating the position of a driver actuatable accelerator pedal indicates.
  • the control device 12 generates Output signals with which the behavior of the Internal combustion engine 1 according to the desired control and / or regulation can be influenced.
  • the control unit 12 with the injection valve 10, the Spark plug 11 and the throttle valve 9 connected and generated the signals required to control them.
  • FIG. 2 shows a fuel supply system 13 shown for use in Internal combustion engine 1 is provided.
  • Fuel supply system 13 is a so-called common rail system, which is particularly in one Internal combustion engine with direct injection for use comes.
  • the fuel supply system 13 has one Pressure accumulator 14 on with a pressure sensor 15 and a pressure control valve 16 is provided.
  • the accumulator 14 is via a pressure line 17 with a high pressure pump 18 connected.
  • In the pressure line 17 is a changeover valve 19 interposed, the in a normal state High pressure pump 18 connects to the pressure accumulator 14.
  • the High pressure pump 18 is connected to the via a pressure line 20 Pressure control valve 16 is connected.
  • Over a Pressure line 21 and a filter is the pressure control valve 16 and thus also the high pressure pump 18 with a Fuel pump 22 connected, which is suitable Suck fuel from a fuel tank 23. about a line 24 is the switching valve 19 with the Fuel tank 23 connected.
  • the fuel supply system 13 has four Injectors 10 on the pressure lines 25 with the Pressure accumulator 14 are connected.
  • the injectors 10 are suitable for fuel in the combustion chambers 4 of the Inject internal combustion engine 1. There the Fuel ignited by means of the spark plugs 11.
  • the pressure sensor 15 is connected by means of a signal line 26 connected to the control unit 12, to which further one A plurality of signal lines other than input lines are connected.
  • a signal line 27 Fuel pump 22 and via a signal line 28 is that Pressure control valve 16 connected to the control unit 12.
  • the high pressure pump 18 can also be used be connected to the control unit 12.
  • the injection valves 10 by means of signal lines 29 to the Control unit 12 connected. After all, it is Switch valve 19 via a signal line 30 with the Control unit 12 connected.
  • pr The measured with the pressure sensor 15 and on the Signal line 26 applied pressure in the pressure accumulator 14 is denoted by pr in FIG. At this pressure pr is the pressure at which the fuel injected into the combustion chamber 4 of the internal combustion engine 1 becomes.
  • the fuel is from the fuel pump 2 from the Fuel tank 23 pumped to the high pressure pump 18.
  • the high-pressure pump 18 is used in the pressure accumulator 14 generates the pressure pr measured by the pressure sensor 15 is and by a corresponding actuation of the Pressure control valve 16 and / or control of Fuel pump 22 or high pressure pump 18 on one desired value is set.
  • Fuel quantity or fuel mass is, among others, the Pressure pr in the pressure accumulator 14 is essential.
  • high pressure pr in the pressure accumulator 14 a essential requirement.
  • a high pressure pr in the pressure accumulator 14 is also required if the internal combustion engine 1 in Shift operation is to be carried out when fuel injected into the combustion chamber 4 in the compression phase shall be. If the pressure is not sufficiently high pr in the pressure accumulator 14, so-called occurs Blow back on, due to the compression phase and the resulting pressure in the combustion chamber 4 there burned from the last burn Mixture of previous combustion as well as of sucked combustion air from the combustion chamber 4 in the Pressure accumulator 14 is pushed back. Only if the pressure pr in the pressure accumulator 14 is greater than that in the Compression phase resulting pressure in the combustion chamber 4, actually finds an injection of fuel from the Pressure accumulator 14 in the combustion chamber 4 of the internal combustion engine 1 instead.
  • a block 32 After the ignition is switched on in a block 31, in a block 32, the pressure control valve 16 of the Control unit 12 is closed and the fuel pump 18 is switched on.
  • the switch valve 19 is also such controlled that the fuel delivered by the High-pressure pump 18 arrives at the pressure accumulator 14. This has overall result in the pressure pr in the pressure accumulator 14 increases. As long as the ignition is switched on and the Starter of internal combustion engine 1 has not yet been actuated, this so-called lead 33 is maintained.
  • the minimum pressure prmin is a pressure the minimum necessary for the Internal combustion engine 1 are operated in the shift operation can.
  • the minimum pressure prmin is at least equal to or greater than the pressure at which blowing back out the combustion chamber 4 would take place in the pressure accumulator.
  • the Minimum pressure prmin is approximately in a range of approximately 8 bar to about 15 bar.
  • the min pressure prmin can be fixed in advance be specified. It is also possible to use the Minimum pressure prmin every time the Internal combustion engine 1 depending on the control unit 12 to determine the operating variables of the internal combustion engine 1.
  • the pressure pr in the pressure accumulator 14 is lower than that Minimum pressure prmin, so is the fuel for starting of the internal combustion engine 1 during the intake phase in the Combustion chamber 4 injected.
  • the internal combustion engine 1 is thus corresponding to two blocks 37 in homogeneous operation operated.
  • the injection timing and the injection amount for the homogeneous operation of that Control unit 12 is determined and the injection valves 10 and the spark plugs 11 correspondingly from the control unit 12 controlled.
  • a block 38 the speed of the internal combustion engine 1 compared to a starting threshold. Is the speed is greater than the starting threshold, so the starting of the Internal combustion engine 1 ended with a block 39. is on the other hand, the speed is lower than the starting threshold, so in a block 40 the pressure pr in the Pressure accumulator 14 measured, and then the process with block 36 continued.
  • control unit 12 determines in block 36, that the pressure pr in the pressure accumulator 14 is greater than that Minimum pressure prmin, it means that the fuel is in the compression phase injected into the combustion chamber 4 can be. Thereupon the procedure will be in a Loop 41 continued.
  • the pressure is first in a block 42 pr in the pressure accumulator 14 with a so-called Hysteresis pressure compared to prhys.
  • the hysteresis pressure prhys is less than the minimum pressure prmin. It serves one Install hysteresis in loop 41. If the pressure drops pr in a multiple pass through loop 41 again below the minimum pressure prmin, the comparison in block 42 with the hysteresis pressure prhys for this is recognized by the control device 12.
  • control unit 12 within the loop 41 recognized that the pressure pr in the pressure accumulator 14 is smaller If prhys is the hysteresis pressure, then the Fuel in the intake phase in the combustion chamber 4 injected. It will then become the internal combustion engine 1 corresponding to blocks 37 ff. in homogeneous operation operated.
  • the pressure pr in the pressure accumulator 14 is greater than the hysteresis pressure prhys, the Pressure pr compared with a maximum pressure prmax.
  • Maximum pressure prmax is the pressure that should be maximally present in the pressure accumulator 14.
  • a pressure control carried out the pressure pr on the Maximum pressure prmax limited.
  • this pressure control is it is possible that excess pressure in the pressure accumulator 14 is reduced in that the pressure control valve 16 is opened and / or that the fuel pump 22 and / or the high pressure pump 18 can be reduced in performance and / or that the changeover valve 19 switches over in this way is that the fuel delivered by the high pressure pump not in the pressure accumulator 14, but back in the Fuel tank 23 arrives.
  • a block 47 the speed of the internal combustion engine 1 compared with the starting threshold mentioned above. If the speed is greater than the starting threshold, then starting engine 1 with block 39 completed. On the other hand, the speed is lower than that Starting threshold, the block is again in a block 48 Pressure pr in the pressure accumulator 14 is measured, and it is then the process with block 42 of loop 41 continued.
  • the starting threshold mentioned is a speed at which starting the Internal combustion engine 1 in normal operation Internal combustion engine 1 is transferred. This speed can be predefined in advance. For example, the Speed is 500 revolutions per minute. Is also it is possible that this speed if necessary each time the Internal combustion engine 1 depending on the control unit 12 is determined by operating variables of the internal combustion engine 1.
  • the described method in particular the operation of the Internal combustion engine 1 in homogeneous operation when the pressure pr in the pressure accumulator 14 is less than the minimum pressure prmin is not on starting the engine 1 limited, but can be very general in the operation of the Internal combustion engine 1 are applied.
  • all steps from block 36 in FIG. 3 can also during normal operation of internal combustion engine 1, if necessary be carried out continuously.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un moteur à combustion interne (1) notamment pour un véhicule automobile, comprenant une soupape d'injection (9) qui permet d'injecter directement le carburant à injecter pour la combustion, pendant une phase d'admission et pendant une phase de compression. Il est prévu un appareil de commande (12) pour commander et/ou réguler la masse de carburant injecté dans la chambre de combustion (4). Un détecteur de pression sert à mesurer la pression à laquelle le carburant est injecté dans la chambre de combustion (4). Le carburant est injecté par l'intermédiaire de l'appareil de commande (12) pendant la phase d'admission, lorsque la pression est inférieure à une pression minimale prédéterminée.

Claims (6)

  1. Procédé pour le démarrage d'un moteur à combustion interne (1), notamment pour un véhicule automobile, selon lequel le carburant à injecter pour la combustion est injecté directement dans une chambre de combustion (4) pendant une phase d'aspiration et une phase de compression, et la pression (pr) à laquelle le carburant est injecté dans la chambre de combustion (4) est calculée,
    caractérisé en ce que
    la pression (pr) citée se forme au démarrage, le carburant est injecté pendant la phase d'aspiration lorsque la pression (pr) est inférieure à une pression minimum (prmin) prédéfinie, et le carburant est injecté pendant la phase de compression lorsque la pression (pr) est supérieure à la pression minimum (prmin) prédéfinie.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    le carburant est réinjecté pendant la phase d'aspiration lorsque la pression (pr) est inférieure à une pression d'hystérésis (prhys) prédéfinie, la pression d'hystérésis (prhys) étant inférieure à la pression minimum (prmin).
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce que
    la pression (pr) à laquelle le carburant est injecté dans la chambre de combustion (4) est commandée et/ou régulée à une pression maximum (prmax).
  4. Procédé selon l'une des revendications 1 à 3,
    caractérisé par
    l'utilisation au démarrage du moteur à combustion interne (1) lorsque le régime du moteur à combustion interne (1) est inférieur à un seuil de fin de démarrage pouvant être prédéfini.
  5. Support d'enregistrement électrique, notamment une RAM, à utiliser dans un appareil de commande (12) d'un moteur à combustion interne (1), notamment un véhicule automobile, support d'enregistrement électrique sur lequel un programme est sauvegardé un programme exécutable sur un appareil de calcul, notamment sur un microprocesseur, pour la réalisation d'un procédé selon l'une des revendications 1 à 4.
  6. Moteur à combustion interne (1), notamment pour un véhicule automobile, comportant une soupape d'injection (9) qui peut injecter directement dans une chambre de combustion (4) le carburant nécessaire à la combustion pendant une phase d'aspiration et pendant une phase de compression, comportant un appareil de commande (12) pour commander et/ou réguler le démarrage du moteur à combustion interne et un capteur de pression (15) pour mesurer la pression (pr) à laquelle le carburant est injecté dans la chambre de combustion (4),
    caractérisé en ce que
    la pression (pr) mentionnée se forme au démarrage, en ce que par l'intermédiaire de l'appareil de commande (12) le carburant est injecté pendant la phase d'aspiration lorsque la pression (pr) est inférieure à une pression minimum (prmin) prédéfinie, et par l'intermédiaire de l'appareil de commande (12) le carburant est injecté pendant la phase de compression lorsque la pression (pr) est supérieure à la pression minimum (prmin) prédéfinie.
EP99939317A 1998-06-20 1999-06-12 Procede de fonctionnement d'un moteur a combustion interne, notamment pour un vehicule automobile Expired - Lifetime EP1090221B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19827609 1998-06-20
DE19827609A DE19827609A1 (de) 1998-06-20 1998-06-20 Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
PCT/DE1999/001730 WO1999067526A1 (fr) 1998-06-20 1999-06-12 Procede de fonctionnement d'un moteur a combustion interne, notamment pour un vehicule automobile

Publications (2)

Publication Number Publication Date
EP1090221A1 EP1090221A1 (fr) 2001-04-11
EP1090221B1 true EP1090221B1 (fr) 2003-09-03

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EP99939317A Expired - Lifetime EP1090221B1 (fr) 1998-06-20 1999-06-12 Procede de fonctionnement d'un moteur a combustion interne, notamment pour un vehicule automobile

Country Status (5)

Country Link
US (1) US6439190B1 (fr)
EP (1) EP1090221B1 (fr)
JP (1) JP4650975B2 (fr)
DE (2) DE19827609A1 (fr)
WO (1) WO1999067526A1 (fr)

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JP4650975B2 (ja) 2011-03-16
DE59906879D1 (de) 2003-10-09
US6439190B1 (en) 2002-08-27
JP2002519561A (ja) 2002-07-02
WO1999067526A1 (fr) 1999-12-29
EP1090221A1 (fr) 2001-04-11
DE19827609A1 (de) 1999-12-23

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