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EP1000235B1 - Procede pour reguler un moteur a combustion interne - Google Patents

Procede pour reguler un moteur a combustion interne Download PDF

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Publication number
EP1000235B1
EP1000235B1 EP98947302A EP98947302A EP1000235B1 EP 1000235 B1 EP1000235 B1 EP 1000235B1 EP 98947302 A EP98947302 A EP 98947302A EP 98947302 A EP98947302 A EP 98947302A EP 1000235 B1 EP1000235 B1 EP 1000235B1
Authority
EP
European Patent Office
Prior art keywords
value
torque
determined
internal combustion
combustion engine
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
EP98947302A
Other languages
German (de)
English (en)
Other versions
EP1000235A1 (fr
Inventor
Johann FRÖHLICH
Hong Zhang
Stefan Treinies
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.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
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 Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP1000235A1 publication Critical patent/EP1000235A1/fr
Application granted granted Critical
Publication of EP1000235B1 publication Critical patent/EP1000235B1/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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque

Definitions

  • the invention relates to a method for controlling an internal combustion engine.
  • a known method (DE 42 32 974 A1 becomes an estimate of an ignition normalized actual Torque determined.
  • a setpoint of one over the air mass flow torque to be delivered is in a facility determined for torque specification.
  • the setpoint of the Torque becomes dependent on a deviation from the setpoint corrected from the normalized torque estimate.
  • This corrected setpoint of the torque is dependent assigned a setpoint of the air mass flow by the speed, which then has a corresponding opening degree Throttle valve is set. Adjusting an ignition angle takes place depending on the deviation of the setpoint from the normalized torque estimate.
  • the nominal value of the torque is also determined taking into account various torque requirements, for example from an anti-slip regulator, one Torque reserve for heating a catalytic converter or a Torque request from an engine drag torque controller, this also results in the stationary operation of the internal combustion engine Deviations between the normalized estimate of the Torque and the setpoint of the torque.
  • the one corrected Setpoint value of the torque assigned to the air mass flow can only be in a cylinder of the internal combustion engine a large delay time. Hence the Correction of the torque depending on the setpoint and the Estimated torque for excessive vibrations in the air mass flow and hence the need for the firing angle must be adjusted. This has the consequence that the driving comfort is reduced and emissions are increased.
  • a method for adjusting the torque on an internal combustion engine is known from DE 43 15 885 C1.
  • a regulator is provided whose controlled variable is the air mass flow and which generates a control signal for a throttle valve.
  • the control difference of the controller is made up of an average air mass flow, dependent on the inverse clocked load filter is calculated from a predetermined load setpoint, and a measured air mass flow.
  • FR 26 88 546 describes a method for regulating the torque an internal combustion engine known in which a torque setpoint depending on a corrected torque measurement is determined.
  • the object of the invention is a method for control to specify an internal combustion engine that is accurate and at the same time good jumping behavior on torque jumps has the entire operating time of the internal combustion engine.
  • a Observer provided an air mass flow into a cylinder the internal combustion engine depending on a measured Air mass flow determined.
  • the observer embraces a dynamic Filling model of the intake tract of the internal combustion engine.
  • An internal combustion engine (FIG. 1) comprises an intake tract 1 with a throttle valve 10 and an engine block 2, the one Cylinder 20 and a crankshaft 23.
  • a piston 21 and a connecting rod 22 are assigned to the cylinder 20.
  • the Connecting rod 22 is with piston 21 and crankshaft 23 connected.
  • a cylinder head 3 is provided in which a valve train is arranged is with at least one inlet valve 30, an outlet valve 31 and one each assigned to the inlet valve 30 Valve drive 32a and one associated with the exhaust valve 31 Valve actuator 32b.
  • the valve actuators 32a, 32b include each have a camshaft (not shown) with a transmission device, which the cam stroke on the intake valve 30 or the outlet valve 31 transmits.
  • an electromagnetic one Actuator can be provided, the valve lift course of the inlet and outlet valves 30, 31 controls.
  • An injection valve 11 is introduced in the intake tract 1, which is arranged so that the fuel in the intake tract 1 is measured.
  • the injection valve 11 can alternatively, however also be introduced in the cylinder head 3 and there be arranged that the fuel directly into the interior of the cylinder 20 is metered.
  • a spark plug 34 is in a recess of the cylinder head 3 brought in.
  • the internal combustion engine is shown in FIG represented a cylinder. However, it can also have several cylinders include.
  • An exhaust tract 4 with a catalytic converter 40 is the internal combustion engine assigned.
  • the crankshaft 23 is via a clutch 5 can be coupled with a gear 6.
  • the clutch 8 as a converter lock-up clutch, preferably with a hydrodynamic Converter trained.
  • a control device 7 for the internal combustion engine is provided, the sensors are assigned to the various measured variables record and determine the measured value of the measured variable.
  • the control device 7 determines depending on at least an operating variable one or more control signals that Control one actuator each.
  • the sensors are a pedal position sensor 81, which is a pedal position PV of the accelerator pedal 8 detects a throttle position transmitter 12, which detects an opening degree of the throttle valve, an air mass meter 13, which is an air mass flow detects and / or an intake manifold pressure sensor 14, the intake manifold pressure detected in the intake tract 1, a first temperature sensor 15, which detects an intake air temperature, a speed sensor 24, which detects a rotational speed N of the crankshaft 23, a torque sensor 25, which detects the actual torque, that is output from the crankshaft 23, and a second and third temperature sensors 26, 27, which have an oil temperature Detect TOIL or a cooling water temperature TCO.
  • the Control device 7 can be any subset of the above Have sensors or you can also additional Sensors must be assigned.
  • Operating variables include measured variables and those derived from them Quantities over a map context by an observer are determined, the estimates of the farm sizes calculated.
  • the actuators each include an actuator and a Actuator.
  • the actuator is an electric motor drive, an electromagnetic drive, a mechanical or another drive known to those skilled in the art.
  • the actuators are as a throttle valve 10, as an injection valve 11, as a spark plug 34 or as an adjusting device for adjusting the Valve strokes of the intake or exhaust valves 30, 31 are formed. In the following, the actuators are assigned with the respective assigned Actuator referred.
  • the control device is preferably an electronic engine control educated. However, it can also have several control units include the electrically connected together are so z. B. via a bus system.
  • a block B1 (FIG. 2) a Estimate MAF_CYL of the air mass flow in the cylinder 20 with a filling model of the intake tract 1 depending on the Measured value MAF_MES of the air mass flow and other operating variables calculated.
  • MAF_MES Measured value of the air mass flow
  • a map KF1 is provided, from which a first contribution to a loss torque TQ_LOSS depending on the speed N, the estimated value MAF_CYL of the air mass flow into the cylinder 20 and preferably an estimated value of an exhaust gas mass flow is determined in the cylinder 20.
  • the first post Pump losses are taken into account for the loss torque TQ_LOSS in the internal combustion engine and losses caused by friction predetermined reference values of the cooling water temperature TCO and the oil temperature TOIL occur.
  • a second contribution to that Loss torque is dependent on a map KF2 the oil temperature TOIL and / or the cooling water temperature TCO determined.
  • the contributions are then in a link A1 added to the loss torque and with a correction value COR2 multiplied or added to the correction value COR2.
  • the correction value COR2 is determined in a block B9, which is described below.
  • a minimum and a maximum is available adjustable torque depending on the loss torque TQ_LOSS and the speed N determined. From the pedal position PV and the speed N is determined what proportion of the Available torque requested by the driver becomes. From the requested portion of the torque and the The torque that can be made available is then a desired one Torque TQI_REQ determined. There is preferably also one Filtering of the desired torque TQI_REQ provided to ensure that no load jumps can occur, which lead to an unpleasant jerking of the vehicle.
  • a setpoint TQI_SP_MAF of the Determined air mass flow torque there in addition to the desired torque TQI_REQ also others Torque requirements are taken into account. These torque requirements are, for example, one of an idle controller requested torque TQI_IS, one for heating a catalyst requested torque TQI_CH, a torque request an anti-slip control TQI_ASC, a torque request TQI_N_MAX a speed limit or the Torque request TQI_MSR of an engine drag torque control.
  • the setpoint TQI_SP_MAF of the torque can thus be larger or even less than the desired torque TQI_REQ his.
  • the setpoint TQI_SP_MAF of the torque is in one block B4 corrected with an adapted correction value COR1 'or COR2', which are determined in block B9.
  • the correction takes place in block B4 either by multiplication of the setpoint TQI_SP_MAF of the torque with the adapted Correction value COR1 'or COR2' and / or an addition of the adapted correction value COR1 'or COR2'.
  • the corrected setpoint is shown via a map KF3 TQI_SP_MAF_COR of the torque depending on the speed N a setpoint MAF_SP of the air mass flow is assigned.
  • the values of the map KF3 are on an engine test bench at a Air ratio LAM_REF and a reference ignition angle IGA_REF are determined, at which the torque at the respective operating point is maximum, or determined by a simulation calculation.
  • a control signal is generated in a block B6 determined to control the throttle valve, preferably from a position controller of the throttle valve.
  • block B12 takes into account further torque requirements, which very quickly converted into actual torque such as the torque requirement of the anti-slip regulator. This can be a very quick
  • the actual torque is changed, in particular then when the setpoint TQI_SP_MAF of the via Air mass flow to be set a corresponding torque Fill reserve has been set in the cylinder 20 is because there is a change in the injection time or the ignition angle directly affect the torque.
  • a map KF4 (FIG. 3) is provided in the reference value TQI_REF of the torque of the estimated value MAF_CYL and the speed N stored are.
  • the map KF4 is just like the map KF3 to one Engine test bench at the respective reference ignition angle IGA_REF and the respective reference air ratio LAM_REF determined or determined by a simulation calculation.
  • the reference torque TQI_REF is therefore the maximum torque, that at the corresponding speed and the corresponding Air mass flow in the cylinder is implemented theoretically can be.
  • the reference value is corrected in a block B80 TQI_REF of the torque with the specified correction value COR1 or COR2.
  • the correction is made with the inverse mathematical operation to block B4.
  • the setpoint TQI_SP_MAF of the torque with the adapted correction value COR1 'or COR2' multiplied the reference value is in block B80 TQI_REF of the torque through the correction value COR1 or COR2 divided.
  • the output of block B80 is a corrected one Reference value TQI_REF_COR of the torque.
  • a predetermined correction value goes for the first run of the method COR1 or COR2 in the determination of TQ_AV ( Figure 3) on.
  • the Block B9 adapted correction value COR1 'or COR2' into the determination from TQ_AV ( Figure 3).
  • the reference ignition angle IGA_REF is dependent in block B81 from the speed N and the estimated value MAF_CYL of the air mass flow in the cylinder and preferably also dependent determined from the cooling water temperature TCO.
  • the difference in the setpoint is shown in a node V2 IGA_SP and the reference value IGA_REF of the ignition angle are calculated.
  • An ignition angle efficiency is then in block B82 EFF_IGA depends on that in node V2 formed difference determined.
  • a reference value LAM_REF of the air ratio determined depending on the speed and the estimated value MAF_CYL.
  • the reference value LAM_REF is the current one Operating point optimal value of the air ratio with regard to a Maximize actual torque.
  • a tie point V3 becomes the difference between the setpoint LAM_SP and of the reference value LAM_REF of the air ratio.
  • EFF_LAM air ratio efficiency
  • a cylinder deactivation efficiency EFF_SCC determined.
  • the cylinder deactivation efficiency is calculated preferably from the number of each work cycle the internal combustion engine fired cylinder based on the Total number of cylinders.
  • block B86 is corrected by multiplying the Reference value TQI_REF_COR of the torque with the ignition angle efficiency EFF_IGA, with the air ratio efficiency EFF_LAM and with the cylinder deactivation efficiency EFF_SCC the estimated value TQI_AV of the indexed actual torque determined from the addition of the loss torque TQ_LOSS the estimated value TQ_AV of the actual torque is calculated on the clutch 5.
  • the difference of Estimated value TQ_AV of the actual torque and of the torque sensor 25 determined measured value TQ_MES of the actual Torque calculated.
  • the predetermined correction value is then in a block B9 COR1 or COR2 adapted and in the adapted correction value COR1 'or COR2' transferred.
  • Preferably there are several Correction values COR1, COR2 depend on the air mass MAF_CYL and the speed N are provided.
  • Depends on the Difference between the estimated value TQ_AV and the measured value TQ_MES of the actual torque is the one for the current one Speed N and the current estimate MAF_CYL of the air mass flow predefined correction value COR1 or COR2 adapted.
  • the adaptation is preferably carried out via a sliding Averaging calculation.
  • the correction value COR1 is adapted in block B9. Moreover becomes dependent on the current speed N and the current one Estimate MAF_CYL of the air mass flow in the block B9 the adapted value COR1 'or COR2' of the specified correction value COR1, COR2 determined and then the node V1, the block B4 and the block B80 fed.
  • block B10 it is checked whether the difference in the estimated value TQ_AV and the measured value TQ_MES of the actual torque is greater than a predetermined threshold value SW. is if this is the case, an error in the calculation of the Torque is running out and a first emergency operation is controlled, the is advantageously a limitation of the speed N. alternative it is checked in block B10 whether the temporal integral about the difference between the estimated value TQ_AV and the measured value TQ_MES of the actual torque is greater than that predefined threshold value SW.
  • a major advantage of the method is that inaccuracies the maps KF3 and KF4, which are caused by Production variations and due to aging of the internal combustion engine, from the difference between the estimated value TQ_AV and the measured value TQ_MES of the actual torque can be derived.
  • the invention is not based on the exemplary embodiments described limited.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Le procédé de l'invention consiste à obtenir une valeur de mesure (TQ_MES) d'un couple réel, puis à déterminer une valeur d'estimation (TQ_AV) du couple réel en fonction de grandeurs de fonctionnement du moteur à combustion interne. Une valeur de correction (COR) est ensuite calculée en fonction de la valeur d'estimation (TQ_QV) et de la valeur mesurée (TQ_MES) du couple réel. Une valeur de consigne (TQI_SP_MAF) du couple à régler par l'intermédiaire du débit massique d'air est déterminée en fonction d'une position de pédale (PV) obtenue au moyen d'un détecteur (61) et est calculée à l'aide d'au moins une autre grandeur de fonctionnement et corrigée au moyen de la valeur de correction (COR).

Claims (9)

  1. Dispositif, en particulier système de protection des passagers pour véhicule automobile, comprenant un commutateur d'accélération qui présente un capteur d'accélération bidirectionnel (1), deux comparateurs (11, 12) comparant le signal de sortie du capteur d'accélération à des valeurs de seuil ainsi qu'un commutateur (15) commandé en fonction des signaux de sortie des comparateurs, et un dispositif de commande (4) destiné à délivrer un signal de test sur le capteur d'accélération (1) et à évaluer l'état du commutateur obtenu en réaction au signal de test, et comprenant un circuit (7, 17) qui convertit le signal de sortie du capteur et/ou les valeurs de seuil des comparateurs de telle sorte que les deux comparateurs (11, 12) sont activés avec un décalage temporel donné.
  2. Dispositif selon la revendication 1, caractérisé en ce que le circuit (7) engendre les valeurs de seuil des comparateurs.
  3. Dispositif selon la revendication 1 ou 2, caractérisé en ce que le circuit (7) engendre les valeurs de seuil en fonction du signal de sortie du capteur.
  4. Dispositif selon l'une des revendications précédentes, caractérisé en ce que le circuit (7, 17) reçoit, du côté de son entrée, le signal de sortie du capteur et en ce qu'il comprend un circuit de lissage, un circuit passe-bas, un circuit différentiateur ou un circuit à retard, à travers lequel le signal de sortie du capteur est conduit.
  5. Dispositif selon l'une des revendications précédentes, caractérisé en ce que le circuit (7, 17) comprend un filtre passe-haut, en particulier un condensateur connecté en série et une résistance connectée au potentiel zéro de commutation, ledit filtre étant connecté entre la sortie du capteur d'accélération et les entrées des comparateurs.
  6. Procédé destiné à tester un commutateur d'accélération, en particulier un commutateur prévu dans un système de protection des passagers pour véhicule automobile, lequel comprend un capteur d'accélération bidirectionnel (1), deux comparateurs (11, 12) comparant le signal de sortie du capteur d'accélération (1) à des valeurs de seuil et un commutateur (15) qui est commandé en fonction des signaux de sortie des comparateurs (11, 12),
       lors duquel, pour tester le commutateur d'accélération, un signal de test est délivré sur le capteur d'accélération (1) qui provoque la création d'un signal de sortie du capteur d'accélération.
       lors duquel le signal de sortie du capteur d'accélération et/ou les valeurs de seuil des comparateurs sont convertis pendant le test de talle sorte que, lors du fonctionnement correct du commutateur d'accélération, les deux comparateurs (11, 12) réagissent avec un décalage temporel donné, et
       lors duquel l'état du commutateur est interrogé à chaque fois que, en cas de fonctionnement correct, les comparateurs (11, 12) sont censé réagir.
  7. Procédé selon la revendication 6, caractérisé en ce que le signal de sortie du capteur d'accélération est soumis à un filtrage passe-haut ou passe-bas ou bien à une différentiation destiné(e) à engendrer un signal délivré sur les comparateurs (11, 12) et comprenant une impulsion positive et une impulsion négative.
  8. Procédé selon la revendication 6 ou 7, caractérisé en ce que les valeurs de seuil des comparateurs sont obtenues, par lissage, filtrage passe-bas, différentiation ou mise en retard, à partir du signal de sortie du capteur d'accélération.
  9. Procédé selon l'une des revendications 6 à 8, caractérisé en ce que l'état du commutateur est vérifié à un moment situé entre les temps de réaction respectifs des deux comparateurs (11, 12) et en ce qu'un message d'erreur est engendré lorsque le commutateur est fermé.
EP98947302A 1997-07-31 1998-07-17 Procede pour reguler un moteur a combustion interne Expired - Lifetime EP1000235B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19733106A DE19733106A1 (de) 1997-07-31 1997-07-31 Verfahren zum Steuern einer Brennkraftmaschine
DE19733106 1997-07-31
PCT/DE1998/002019 WO1999006686A1 (fr) 1997-07-31 1998-07-17 Procede pour reguler un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1000235A1 EP1000235A1 (fr) 2000-05-17
EP1000235B1 true EP1000235B1 (fr) 2003-03-12

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP98947302A Expired - Lifetime EP1000235B1 (fr) 1997-07-31 1998-07-17 Procede pour reguler un moteur a combustion interne

Country Status (5)

Country Link
US (1) US6237563B1 (fr)
EP (1) EP1000235B1 (fr)
KR (1) KR100629014B1 (fr)
DE (2) DE19733106A1 (fr)
WO (1) WO1999006686A1 (fr)

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US6237563B1 (en) 2001-05-29
DE59807478D1 (de) 2003-04-17
DE19733106A1 (de) 1999-02-04
KR100629014B1 (ko) 2006-09-26
KR20010022380A (ko) 2001-03-15
EP1000235A1 (fr) 2000-05-17

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