Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
  • F02F3/00—Pistons 
  • F02F3/0015—Multi-part pistons
• • 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
  • F02B75/00—Other engines
  • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
  • F02B75/044—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of an adjustable piston length
• • 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
  • F02B75/00—Other engines
  • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
  • F02B75/285—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders comprising a free auxiliary piston
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D15/00—Varying compression ratio
  • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
• • 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
  • F02B75/00—Other engines
  • F02B75/36—Engines with parts of combustion- or working-chamber walls resiliently yielding under pressure
  • F02B75/38—Reciprocating - piston engines

Definitions

• the invention relates to internal combustion engines, and in particular piston engines having a combustion chamber whose displacement or volumetric ratio is variable.
• the maximum energy efficiency of the internal combustion piston engine is generally recorded at full load, that is to say when the throttle valve is fully open, and the engine speed where the average effective pressure of the cycle. motor is at its maximum value. At these operating conditions correspond, for each engine, a power and a defined speed value. In practice, since the engine is not in these operating conditions, its energy efficiency is not optimal. In general, the more the operating conditions of the engine are removed from its optimum operating conditions, the lower the energy efficiency of the engine. In current use, particularly in the field of motor vehicles, the optimum operating conditions of the engines are rarely met, the power demanded by the driver varies considerably during use.
• the engine speed of a motor vehicle varies very frequently during urban use.
• Power and maximum efficiency are strongly influenced by engine displacement.
• the consumption of high displacement engines is particularly high, they being placed in operating conditions far removed from their optimal conditions.
• the high-capacity engines have better use in other operating conditions, for example on high speed motorway journeys.
• a motor of a given displacement is frequently used in conditions of use for which it is not optimized.
• the power and the maximum efficiency regime are also strongly influenced by the volumetric ratio, ie the ratio between the volume of the combustion chamber at top dead center and the volume of the combustion chamber at the top of the combustion chamber. bottom dead point.
• the volumetric ratio is defined taking into account the maximum load conditions of the engine and the fuel used. However, at partial load, this volumetric ratio is too low to ensure optimal energy efficiency.
• variable distribution solutions make it possible to limit the air load at low speed and to optimize it at high speed.
• Another solution proposes to interrupt the ignition of some cylinders with intermediate charges.
• Another solution proposes cylinder liners selectively coupling to the cylinder or to an outer jacket to modify the displacement of the engine.
• Another solution has a connecting rod of variable length.
• Another solution modifies the volumetric ratio by moving the high casing relative to the low casing.
• US Patent 5,755,192 discloses an internal combustion engine having a variable volumetric ratio.
• This engine is provided with a piston slidably mounted in a cylinder and connected to a crankshaft via a connecting rod.
• the piston has a lower part connected to the connecting rod and a crown portion slidably mounted relative to the lower part.
• a control volume is provided between the crown portion and the lower portion.
• a spring is disposed in the control volume and tends to maintain the control volume at its maximum value by discarding the crown portion of the lower portion.
• the control volume receives and discharges oil through non-return valves. This oil is driven to the volume control via a bore in the connecting rod.
• the oil present in the control volume is intended to damp the movement of the crown portion relative to the lower part by appropriate dimensioning of the nonreturn valves.
• Such a motor has drawbacks. On the one hand, such an engine does not make it possible to selectively vary the volumetric ratio or the cubic capacity. The gain in efficiency over all operating points is thus limited. On the other hand, the installation of nonreturn valves at the control chamber can be difficult and cause malfunctions. Furthermore, the circuit leading the oil to the control chamber is complex to achieve.
• the invention aims to solve one or more of these disadvantages.
• the invention thus relates to an internal combustion engine, comprising a cylinder; a first piston guided in axial sliding in the cylinder and secured to a transmission mechanism; a second piston disposed plumb with the first piston and guided in axial sliding in the cylinder; means for introducing a compressible fluid between the two pistons so as to separate them to form between them a control chamber having a variable volume; a return member exerting a force between the first and second pistons tending to separate them; and a mechanical flange limiting the spacing between the first and second pistons.
• the introduction means selectively put the control chamber in communication with a source of compressible fluid.
• the engine comprises a source of compressible fluid at a pressure greater than atmospheric pressure, the introduction means selectively putting the control chamber into communication with the source of compressible fluid.
• the fluid source is adapted to supply the introduction means with compressible fluid at a variable pressure.
• the fluid source is able to feed the introduction means with compressible fluid selectively having a pressure greater than the maximum pressure in the combustion chamber, a pressure lower than the maximum pressure in the chamber. of combustion and greater than the intake pressure in the combustion chamber, and a lower pressure than the intake pressure so that the first and second pistons get closer to the bottom dead center.
• the engine comprises a control member controlling the source of compressible fluid so that the compressible fluid is supplied to the control chamber with a pressure greater than the maximum pressure in the combustion chamber when the engine operates at low load.
• the engine comprises a control member controlling the source of compressible fluid so that the compressible fluid is supplied to the control chamber with a pressure lower than the intake pressure in the combustion chamber when the engine works at high load.
• the introduction means selectively put the control chamber in communication with the gas present in the low engine.
• the introduction means selectively put the control chamber in communication with the exhaust gas from the combustion chamber.
• FIG. 1 is a schematic sectional view of an embodiment of an engine according to the invention
• FIG. 2 is a diagram comparing the gap between an upper piston and the cylinder head in different configurations;
• FIG. 3 is a table showing different modes of control of the upper piston;
• FIGS. 4a to 4d show different types of interposable springs between the upper piston and the lower piston;
• FIGS. 5a and 5b respectively represent a volumetric ratio and a unit cubic capacity as a function of control parameters;
• FIGS. 6a to 6d show different operating cycles as a function of control parameters
• FIGS. 8 to 11 represent different operating phases of the motor in the presence of a mean control pressure
• FIG. 12 represents a mechanism for damping the movements between the upper and lower pistons; • Figure 13 shows a variant of springs and flange between the upper and lower pistons;
• Figure 14 shows a spring variant between the upper and lower pistons
• Figure 15 shows a first power supply variant of the control chamber
• Figure 16 shows a second power supply variant of the control chamber.
• the cubic capacity is defined by the difference in the volume of the combustion chamber between the bottom dead center and the top dead center of the piston.
• the volumetric ratio is defined as the ratio between the volume of the combustion chamber at the bottom dead point and the volume of the combustion chamber at top dead center.
• the invention provides an internal combustion engine comprising a cylinder, first and second superimposed pistons and guided in axial sliding in the cylinder.
• the first cylinder drives a transmission mechanism.
• the engine comprises means for introducing a fluid between the first and second pistons so as to form between them a control chamber of variable volume.
• a return member exerts a spacing force between the pistons and a mechanical flange limiting distance between them.
• the introduction means selectively put the control chamber in communication with a compressible fluid such as air. The presence of compressible fluid at low pressure in the control chamber allows in particular to dampen the approximation between the two pistons during combustion.
• the volume and the pressure of the compressible fluid in the control chamber can selectively be a variable displacement or a variable volumetric ratio.
• FIG. 1 is a schematic sectional view of a first embodiment of an internal combustion engine 1 according to the invention.
• the engine 1 illustrated is a spark ignition engine and comprises, in a manner known per se, a cylinder block 2 in which a cylinder is formed to form a combustion chamber 21.
• the engine 1 also comprises a first piston 3 guided in axial sliding by the cylinder .
• the piston 3 is intended to drive a transmission mechanism comprising a crankshaft (not shown) via a connecting rod 6.
• the rod 6 is articulated on the first piston 3.
• the piston 3 thus comprises a shaft connecting rod 31 connected to the connecting rod 6.
• the connecting rod 6 is connected to a crankshaft.
• the engine 1 also comprises a second piston 4 disposed vertically above the first piston 3, between the latter and a cylinder head 7.
• the cylinder head 7 is provided with an intake valve 71, an exhaust valve 72 and a spark plug 73.
• the piston 4 is guided in axial sliding by the cylinder.
• the piston 4 is axially movable with respect to the first piston 3.
• the piston 3 is here arranged at the bottom dead center while the piston 4 is disposed in a position of maximum separation with respect to the piston 3.
• a control chamber 22 separates the pistons 3 and 4 and has a variable volume, defined by the spacing between the pistons 3 and 4.
• the second piston 4, the cylinder and the cylinder head 7 define the combustion chamber 21.
• the engine 1 also comprises means for introducing a compressible fluid intended to move the pistons to define the volume of the control chamber 22.
• the means for introducing the compressible fluid include in particular an intake duct. fluid 81. In the position of the pistons 3 and 4 illustrated, this intake duct 81 is in communication with the control chamber 22 via a duct 38 formed in the first piston 3.
• the introduction of compressible fluid is advantageously designed to be performed when the piston 3 is in neutral low intake.
• the fluid discharge is advantageously designed to be performed at the bottom dead center at the end of expansion, when the pressure in the combustion chamber 21 remains relatively high.
• a sensor position or displacement pistons 3 and 4 for example an electromagnetic sensor placed behind the shirt is able to detect the moment of passage of the piston 4 with respect to the crankshaft angle
• a pressure sensor in the control chamber 22 for example an electromagnetic sensor placed behind the shirt is able to detect the moment of passage of the piston 4 with respect to the crankshaft angle
• a pressure sensor in the control chamber 22 for example an electromagnetic sensor placed behind the shirt is able to detect the moment of passage of the piston 4 with respect to the crankshaft angle
• a pressure sensor in the control chamber 22 for example an electromagnetic sensor placed behind the shirt is able to detect the moment of passage of the piston 4 with respect to the crankshaft angle
• a pressure sensor in the control chamber 22 for example an electromagnetic sensor placed behind the shirt is able to detect the moment of passage of the piston 4 with respect to the crankshaft angle
• a pressure sensor in the control chamber 22 for example an electromagnetic sensor placed behind the shirt is able to detect the moment of passage of the piston 4 with respect to the crankshaft angle
• the engine 1 comprises a supply 8 of compressible fluid under pressure in communication with the conduit 81.
• the feed 8 is in this case carried out in the form of a pump. Other types of power supplies will be described later.
• the compressible fluid is air.
• the engine 1 also comprises a control device 9 controlling the supply 8.
• the engine 1 further comprises means for interrupting the flow of fluid opening into the cylinder, in the form of a valve 82 selectively closing the conduit 81.
• the device 9 control control the opening or closing of the valve 82.
• a mechanical flange limits the spacing between the pistons 3 and 4. In the illustrated embodiment, the flange is formed by a stop 37 of the 3 and a stop 45 of the piston 4. These stops 37 and 45 cooperate to define the maximum spacing between the pistons 3 and 4.
• the stops 37 and 45 thus make it possible to determine the minimum volume in the combustion chamber 21 to the point death high when the control chamber 22 has its maximum volume.
• the stops 37 and 45 form a mechanical flange preventing the piston 4 from striking the cylinder head 7 for high volumetric ratios. These stops 37 and 45 may also allow the piston 3 to return the piston 4 during its travel to the bottom dead center.
• the abutment 37 is in the form of a shoulder extending radially outwards with respect to the upper part 36 of the piston 3.
• the abutment 45 can be made in the form of a shoulder extending radially inwards relative to to a portion 44 projecting axially relative to a lower face of the piston 4.
• the motor 1 also comprises a return member exerting a spreading force between the pistons 3 and 4.
• the return member is a spring 47 disposed in the control chamber 22.
• the spring 47 is held in position by studs 35 and 46 formed respectively on faces vis-à-vis the pistons 3 and 4.
• the spring 47 allows to maintain the pistons 3 and 4 spaced apart in the absence of pressure in the combustion chamber 21.
• the spring 47 resists a force of approaching the pistons 3 and 4.
• the spring 47 also transmits the axial forces of the piston 4 on the piston 3 when of combustion. It can advantageously be provided that the stiffness of the spring 47 varies as a function of its degree of deformation.
• the return force of the spring 47 will be dimensioned during engine design.
• the spring 47 may be prestressed at rest for the maximum spacing position between the pistons 3 and 4.
• the prestressing level will for example be defined as a function of the pressure threshold in the combustion chamber 21 from which it is desired a reconciliation between the pistons 3 and 4.
• the piston 4 will be in high abutment as long as the forces of the spring 47 and the fluid will be greater than the forces exerted by the gases in the combustion chamber 21.
• Figure 2 compares different distances EcaPi between the upper end of the piston and the cylinder head 7 depending on the crank angle in different configurations.
• the Pstd curve corresponds to the case of a traditional piston without control chamber.
• the discontinuous curve corresponds to the case where the pressure of the fluid in the control chamber 22 is greater than the maximum pressure in the combustion chamber 21. In this case, the spacing between the pistons 3 and 4 remains the same throughout the cycle, even during combustion.
• the dotted curve corresponds to the case where the pressure of the fluid in the control chamber 22 is significantly lower than the maximum pressure in the combustion chamber 21.
• the pressure in the combustion chamber 21 becomes sufficient to cause a rimpedement between the pistons 3 and 4.
• the compressibility of the fluid makes it possible to reduce the volume of the control chamber 22 even when it is sealed relative to the outside.
• the table of FIG. 3 represents various possible operating modes as a function of the volume Vctl and of the pressure Pctl of the control chamber 22.
• the pistons 3 and 4 When the pressure of the fluid when it enters the control chamber 22 is greater than the maximum pressure in the combustion chamber 21, the pistons 3 and 4 are maintained at their maximum spacing. The cubic capacity is then minimal and the ratio volumetric and maximum. The pressure from which the pistons 3 and 4 come closer depends on the return forces in the control chamber 22: both the force of the spring 47 and the force of the pressure of the fluid present in the 22.
• the control of the cubic capacity and the volumetric ratio may be influenced by the minimum and maximum volumes of the control chamber 22, the number and characteristics of the springs (number of turns, stiffness, prestressing, etc.). .), the mass of the piston 4, the tare of the segment or segments carried by the piston 4, and the basic volumetric ratio.
• the maximum pressure in the combustion chamber is one of the main design constraints of a gasoline or diesel engine.
• the crossing of a pressure limit can in particular cause rattling and the destruction of the high engine.
• the engine 1 can be controlled to have high volumetric ratios at low load, for which the pressure in the combustion chamber is much lower than the maximum limit. A high volumetric ratio at low load will also be advantageous for diesel engines during a cold start.
• the increase in the low-load volumetric ratio makes it possible to further cool the exhaust gases by inducing a longer expansion in the cylinder.
• the engine 1 will be controlled with lower volumetric ratios for high loads to allow high boost pressure while maintaining a pressure in the combustion chamber below the maximum limit. The dimensioning of the engine can thus be reduced, in order to limit the mass of moving parts and reduce friction losses.
• Such a mode of operation can significantly improve the motor efficiency at low or medium load, with a very small impact on high loads. Such a mode of operation will generate a higher torque at low speed and thus use smaller engines, so more economical.
• volumetric ratio and displacement are modifiable over a continuous range. These variations can moreover be controlled by a single parameter, namely the pressure of admission of the fluid into the control chamber 22.
• the invention also makes it possible to apply compression ratios and different displacements to each cylinder of a multi-cylinder engine.
• the modifications made to the displacement or to the volumetric ratio being made inside the cylinder itself, these modifications can be implemented in a very short time, on a few engine cycles only.
• the increase or decrease of the amount of fluid in the control chamber 22 may be performed on several motor cycles.
• the invention is easily adaptable to motor structures broadcast in large series.
• the invention also makes it possible to differentiate the functions of the pistons 3 and 4.
• the piston 3 can essentially be designed for its mechanical strength, the piston 4 being essentially designed for its thermal resistance. Pistons 3 and 4 can thus be dimensioned optimally.
• the invention can be implemented in conjunction with other techniques such as direct injection, supercharging, exhaust gas recirculation or variable distribution.
• the duct 81 also serves to evacuate air present in the control chamber 22, for example by interrupting the operation of the supply 8.
• the air is discharged through a discharge duct opening at the side wall of the cylinder and in communication with the control chamber 22.
• the opening or closing of such a discharge duct may in particular be controlled by the control device 9.
• the piston 3 is provided with a scraper segment 32, a sealing segment 33 and a scraper ring 34.
• the scraper ring 32 is intended to maintain the compressible fluid inside the scouring chamber. 22.
• the scraper segment 34 is intended to prevent the engine oil present in the low engine to go up in the control chamber 22.
• the piston 4 is provided with a sealing segment 41, in this case a segment firewall.
• Figures 4a to 4d show different types of springs 47 can be used according to the desired return properties.
• Figure 4a shows a conical spring, a cylindrical spring and a barrel spring.
• Figure 4b shows a spring in volutes to obtain a significant stiffness.
• Figure 4c shows a leaf spring of the type with corrugated washers.
• Figure 4d shows a diaphragm spring.
• Figures 5a and 5b illustrate in a simplified manner the evolution of the displacement and volumetric ratio for different volumes and control pressures at the end of admission, in an exemplary embodiment.
• the geometric data for the kinematics of the piston and the combustion chamber are:
• the volumetric ratio can vary between 8 and 18 and the displacement can vary between 62% and 100% of the maximum cubic capacity. All the values illustrated by the curves can not be obtained. Only the values present on the arrows placed on the curve can be obtained. Indeed, the pressure in the control volume can substantially increase only when the control volume has its maximum volume, that is to say when the free piston is in high abutment. The volume can therefore vary when the control pressure is minimal in order to vary the displacement, and the control pressure can increase substantially only when the control volume is maximum in order to vary the volumetric ratio.
• the invention applies to any architecture of internal combustion engines comprising a piston sliding in a combustion chamber driving a crankshaft via a connecting rod.
• the invention will apply to an engine fueled by different types of fuels such as gasoline, diesel, natural gas for vehicles, liquefied petroleum gas or biofuel.
• the invention allows the use of a 3-way catalyst associated with a gasoline engine to improve the pollution of the exhaust gas.
• a diesel engine with stratified combustion the lowering of the average temperature in the combustion chamber makes it possible to reduce the emissions of nitrogen oxides NOx and particles.
• the invention is also advantageously associated with diesel engines or gasoline with homogeneous combustion (called respectively HCCI and CAI). These modes of combustion are based on a richness less than 1, with a low combustion temperature. This type of combustion reduces fuel consumption and the amount of NOx emitted.
• the invention makes it possible to control the instant of self-ignition by modifying the volumetric ratio.
• the invention also allows a substantial reduction of the noise usually created by homogeneous combustion, due to a reduction in the rate of increase of the pressure in the cylinder.
• FIGS 6a to 6d schematically show different thermodynamic cycles depending on the configuration. It should first be noted that when the pistons 3 and 4 come closer, the evolution of the pressure in the combustion chamber 21 depends on the volume of the control chamber 22. If the control chamber is relatively large (for example several times the size of the dead volume at the top dead center), the piston 4 will approach the piston 3 and the pressure in the combustion chamber 21 will increase little. The combustion is then close to an isobar. On the other hand, if the control chamber 22 has a volume of the same order of magnitude as the dead volume at the top dead center, the pressure will increase in the combustion chamber and in the control chamber and the influence of the system will be limited.
• Figure 6a corresponds to a reference cycle of a traditional engine with a high volumetric ratio.
• Figure 6b corresponds to a configuration where the pressure in the control chamber 22 is relatively high and the volume of the control chamber 22 is relatively small. In this case, the volumetric ratio is decreased.
• Figure 6c corresponds to a configuration where the pressure in the control chamber 22 is quite high with a control chamber having a relatively large volume. When the piston 4 approaches the piston 3, the pressure in the combustion chamber 21 changes little, which corresponds to a substantially isobaric combustion.
• Figure 6d corresponds to a configuration where the pressure in the control chamber 22 is quite low and the volume of the control chamber 22 is relatively high. The volumetric ratio is then greatly reduced, which can be used to promote very high engine loads.
• the cycle shown in broken lines corresponds to a late closing of the intake valve.
• the cycle shown in solid lines corresponds to an anticipated opening of the intake valve.
• FIG. 12 represents a variant making it possible to limit the noise and the contact vibrations between the stops 37 and 45.
• a spring 49 is interposed between the stops 37 and 45.
• the spring 49 is configured to be compressed only when the pistons 3 and 4 approach their maximum spacing.
• FIG. 13 shows a variant in which several springs 47 separate the pistons 3 and 4.
• the flange limiting the spacing between the pistons 3 and 4 is formed as a chain 48 secured to the pistons 3 and 4.
• Figure 14 shows a variant in which two springs of the type of Figure 4c are superimposed and disposed between the pistons 3 and 4. These springs are typically secured by welds.
• the first illustrated embodiment used a pump to introduce fluid under pressure in the control chamber 22. It can be provided to interpose a pressure regulator between the pump and the control chamber 22, to vary the fluid pressure over a certain range from the same pressure generated by the pump.
• the spring When the spring is not in the high abutment, it can create a depression facilitating the entry of fluid into the control chamber 22 by removing the pistons 3 and 4.
• the piston 4 can also facilitate the evacuation of the fluid from the fluid. inertia during the combustion cycle. It is also possible to supply the control chamber 22 with gases from the exhaust, these have a lower heat capacity and require a lower energy for their compression. It is also conceivable that the exhaust gases are not compressed by a pump to be introduced into the control chamber 22 but simply introduced because of their pressure and suction generated by a spacing between the pistons 3 and 4 under the effect of the spring 47.
• control chamber 22 may also be considered to put the control chamber 22 in communication with the low engine at the bottom dead center.
• the valve 82 is controlled to open at the bottom dead center, in order to put the low engine in communication with the control chamber 22.
• a valve 83 opens when the piston 3 is at the bottom dead point, under the effect of the pressure either in the low engine or in the control chamber 22. It is also conceivable not to place a valve 82 on the conduit 81 so to allow direct communication between the control chamber 22 and the low engine at low dead point.
• the pressure of the fluid in the control chamber 22 thus equilibrates with the pressure in the low engine, that is to say substantially atmospheric pressure.
• the pressure in the control chamber 22 will then increase only when the pressure in the combustion chamber 21 brings the pistons 3 and 4 closer.
• the fluid present in the control chamber 22 thus attenuates the bringing together of the pistons 3 and 4 and the second one. return force of the spring 47.
• This embodiment makes it possible to obtain an increase in the low-load volumetric ratio of the engine 1. Such an embodiment induces a very small additional cost compared with a conventional engine, dispensing with the control device. 9.
• the volumetric ratio is then variable and automatically regulated by the pressure in the combustion chamber 21, depending on the operating conditions of the engine 1.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=40875053

Family Applications (1)

Country Status (3)

Cited By (1)

Families Citing this family (3)

Citations (1)

Family Cites Families (6)

• 2008
  • 2008-12-11 FR FR0858481A patent/FR2939844B1/fr not_active Expired - Fee Related
• 2009
  • 2009-11-26 WO PCT/FR2009/052314 patent/WO2010066980A1/fr not_active Ceased
  • 2009-11-26 EP EP09797101A patent/EP2366064A1/de not_active Withdrawn

Patent Citations (1)

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events