US20090126656A1 - Method and device for regulating the temperature of an internal combustion engine - Google Patents

Method and device for regulating the temperature of an internal combustion engine Download PDF

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Publication number
US20090126656A1
US20090126656A1 US12/161,440 US16144007A US2009126656A1 US 20090126656 A1 US20090126656 A1 US 20090126656A1 US 16144007 A US16144007 A US 16144007A US 2009126656 A1 US2009126656 A1 US 2009126656A1
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United States
Prior art keywords
temperature
setpoint
engine
minimum
control system
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Abandoned
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US12/161,440
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English (en)
Inventor
Christophe Mounetou
Franck Pinteau
Emmanuel Premier
Pascal Rey
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Renault SAS
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Renault SAS
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Assigned to RENAULT S.A.S. reassignment RENAULT S.A.S. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MOUNETOU, CHRISTOPHE, PINTEAU, FRANCK, PREMIER, EMMANUEL, REY, PASCAL
Publication of US20090126656A1 publication Critical patent/US20090126656A1/en
Abandoned legal-status Critical Current

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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D23/00—Control of temperature
    • G05D23/19—Control of temperature characterised by the use of electric means
    • G05D23/30—Automatic controllers with an auxiliary heating device affecting the sensing element, e.g. for anticipating change of temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2023/00—Signal processing; Details thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2023/00—Signal processing; Details thereof
    • F01P2023/08—Microprocessor; Microcomputer
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2070/00—Details
    • F01P2070/04—Details using electrical heating elements

Definitions

  • the present invention relates to the field of engine control and more particularly to a method and a device for regulating the temperature of an internal combustion engine by controlling the opening of the cooling circuit valve control system (e.g. thermostat).
  • the cooling circuit valve control system e.g. thermostat
  • Engine control is the technique of managing an internal combustion engine with all its sensors, actuators and inter-system links (ISL). All the monitoring and control laws (the software strategies) and characterization parameters (calibrations) of an engine are contained in a computer called an electronic control unit (ECU).
  • ECU electronice control unit
  • the cooling system When water is circulated, the water generally flows in a closed circuit and is cooled in a radiator, which is itself cooled by air whereof the flow may be assisted by a fan. Since the heat to be removed depends on the speed and load of the internal combustion engine and since the temperature thereof must be kept within a relatively narrow range to obtain optimal efficiency, the cooling system must be regulated. For this purpose, it is necessary to determine a regulation temperature with a setpoint to guarantee an optimal operating temperature for the engine.
  • One objective of this regulation is to decrease the fuel consumption and thereby obtain a commensurate decrease in the formation of pollutants such as nitrogen oxides.
  • the lubricating oil of the internal combustion engine has a high viscosity, which causes additional friction in the engine and consequently extra fuel consumption. This occurs in particular upon starting the vehicle when the internal combustion engine and the oil are cold.
  • NOX nitrogen oxides
  • the temperature is varied with a stepped temperature setpoint profile. This means that when the temperature should be raised for example from 90° C. to 110° C. or lowered from 110° C. to 90° C., the setpoint changes sharply from 90° C. to 110° C. or from 110° C. to 90° C. without an intermediate step. Thus the opening of the valve control system is not gradual.
  • This thermal shock has negative effects on the auxiliary components surrounding the engine and, in particular, the cooling systems for the engine itself and other cooling systems (passenger compartment unit heater, EGR heat exchangers, water/oil heat exchangers, air conditioning radiator and its condenser, turbocharging air, BVA radiator, etc.) which are vulnerable to changes or passages from one temperature to another engine operating temperature setpoint.
  • the position at the various elements with regard to each other has an influence on the quality of the temperature regulation and the associated stresses. For example, if the cooling circuit valve control system is located at the inlet or outlet of the engine.
  • Patent US 2002/0053325 proposes a solution to limit the thermal shocks with a device for regulating the engine temperature by controlling the coolant circulation between the engine and a heat exchanger such as a radiator.
  • This device comprises a first conventional thermostat as described previously, of which the activation temperature is around 102° C., and a thermostat comprising a central resistor and of which the activation temperature is 25° C. higher than that of the first thermostat, and is therefore around 127° C. These two thermostats each control a different opening of a valve enabling the coolant to enter the radiator to be cooled.
  • the expansible material contained in the first thermostat activates a piston which is itself opens a valve thereby enabling the coolant to flow via the radiator at a certain flow rate.
  • the expansible material contained in the second thermostat activates a second piston which allows a wider opening of the valve. The liquid thus flows with a higher flow rate to the radiator, so that within the same time interval, a larger quantity of liquid will be cooled. This device therefore serves to prevent the engine from remaining at an excessively high temperature too long.
  • one drawback of the device is that it only acts when the temperature of the engine is higher than an ideal operating temperature, which is about 90° C. It therefore does not serve to completely avoid the thermal shocks and does not process changes in temperature setpoint. The various parts of the engine concerned by this overheating are therefore subject to the stresses and deformations mentioned above.
  • an appropriate control of the valve control system serves to reduce the amplitude of the thermal shock on the components by performing a control according to a criterion selected with regard to the coolant temperature and by monitoring the effective opening of the valve control system, also with regard to the temperature.
  • the invention proposes a device for regulating the engine temperature, the device comprising a valve control system placed on a line of a cooling circuit of an internal combustion engine connecting the engine to a radiator, the line comprising a temperature sensor placed at the outlet of the engine and upstream of the valve control system, which is automatically opened under the effect of a coolant being heated to a temperature setpoint, characterized in that it comprises means for varying the temperature setpoint in accordance with a predefined setpoint profile, ranging between a minimum stored temperature setpoint and a maximum stored temperature setpoint, so that the temperature of the engine gradually reaches the minimum or maximum setpoint to attenuate the thermal shock by maintaining the control valve system more or less wide open, and means for controlling the first opening of the control valve system and for checking that the first opening of the control valve system has already taken place.
  • the means for effecting a more or less wide opening of the valve control system in accordance with the predefined setpoint profile consists of a heating resistor used to prematurely increase or decrease the temperature of a wax plug of the valve control system, respectively causing the opening or the closing of a check valve, and are controlled by computation means placed in a computer.
  • the computation means placed in the computer consists of at least one first computation module for determining the lowest minimum and maximum temperature limits in accordance mutually with the minimum and maximum temperature setpoints stored in storage means in the computer, a second computation module for calculating several intermediate temperatures of the setpoint profile between the minimum temperature limit and the maximum temperature limit, a comparison module for comparing the temperature measured continuously at the engine outlet by the temperature sensor during the driving, with the intermediate temperatures calculated with the second computation module in order to determine the difference between the two temperatures, and a module for correcting the difference and serving to define the necessary opening of the thermostat to reach the desired temperature setpoint according to the measured difference.
  • the computation placed in the computer comprises a thermostat control module associated with the correction module.
  • a further object of the invention is to propose a method for regulating the engine temperature implementing the device as claimed in claim 1 , characterized in that it consists in varying the temperature setpoint so that the engine temperature gradually reaches a maximum temperature when the first opening of the valve control system has already taken place.
  • the method comprises the following steps:
  • the minimum temperature setpoint is between 80° C. and 85° C. and the maximum temperature setpoint is between 100° C. and 120° C.
  • the minimum temperature setpoint is 90° C. and the maximum temperature setpoint is 110° C.
  • the minimum temperature limit is 92° C. when the minimum temperature setpoint is 90° C.
  • the maximum temperature limit is 108° C. when the maximum temperature setpoint is 110° C.
  • the opening and closing of the valve control system are carried out by turning on heating means located in the valve control system which prematurely reaches the temperature setpoint allowing the opening or closing of the valve control system.
  • FIG. 1 is a schematic representation of the change in temperature as a function of time for a standard temperature regulation
  • FIG. 2 is a schematic representation of the change in temperature as a function of time for a progressive regulation with setpoint increase according to the invention
  • FIG. 3 is a schematic representation of the change in temperature as a function of time for a progressive regulation with setpoint decrease according to the invention
  • FIG. 4 is a schematic representation of the device according to the invention.
  • FIG. 5 is a schematic representation of the method according to the invention.
  • FIG. 1 illustrates a conventional engine temperature regulation.
  • the device for opening the valve control system comprises a conventional thermostat, as shown previously, of which the expansible liquid serves to open a check valve at a given temperature.
  • the curve A 1 represents the temperature setpoint and the curve T 1 the coolant temperature that is the engine temperature.
  • the setpoint rises suddenly from 90° C. to 110° C. to form a plateau or a step (A 11 ).
  • the coolant temperature does not immediately follow this setpoint and undergoes a number of fluctuations before converging toward a thermostat regulation temperature. These fluctuations are explained by the sudden change in the temperature at the radiator inlet (curve A 2 ) and the radiator outlet (curve A 3 ). When the coolant proceeds to flow, this also occurs suddenly, like a setpoint, causing considerable fatigue of the cooling system.
  • FIGS. 2 and 3 illustrate an engine temperature regulation, but controlled this time with the method and the device according to the invention.
  • FIG. 2 shows a temperature setpoint change profile (curve A 1 ) going from a low temperature (C 1 ) of 90° C. to a high temperature (C 2 ) of 110° C.
  • the engine temperature (curve T 1 ) rises in the same way as the setpoint (more slowly) and without any temperature fluctuations.
  • the radiator inlet temperature (curve A 2 ) the same ramp-shaped temperature profile is observable, and the stresses on the radiator are commensurately diminished.
  • the temperature setpoint is reached by a gradual closure of the valve control system, and the resistor heats less and less. This explains why the radiator inlet temperature continues to rise.
  • the gradual closure of the valve control system causes a heating of the coolant, and the little liquid that continues to flow through the radiator is increasingly hot, hence the increase in temperature observed in curve A 2 .
  • FIG. 3 shows a temperature setpoint change profile (curve A 1 ) going from a high temperature (C 2 ) to a low temperature (C 1 ).
  • the resistor heats more and more.
  • the engine cooling and radiator inlet temperature also follow this ramp, but more chaotically, and the presence of a temperature mini-plateaux, is observed, due to the variation in engine operation (change in engine speed and load).
  • FIG. 4 shows an embodiment of the device according to the invention for obtaining the results shown in FIGS. 2 and 3 .
  • This device comprises an internal combustion engine ( 1 ) and a radiator ( 2 ) connected together by a line ( 11 , 11 ′) serving for the flow ( 10 ) of the coolant, in order to form a loop circuit.
  • This circuit enables the coolant to flow from the engine ( 1 ) to the radiator ( 2 ) and then to leave the radiator toward the engine via a different path ( 11 ′).
  • a second line forms a bypass ( 12 ) enabling the coolant to return directly to the engine ( 1 ) without passing through the radiator ( 2 ).
  • thermostat type valve control system ( 3 ) On the route of the first line ( 11 ) between the engine ( 1 ) and the radiator ( 2 ), and after the bypass ( 12 ), a thermostat type valve control system ( 3 ) is placed.
  • This valve control system ( 3 ) shown in the form of a box, comprises a passage (not shown) for the coolant between the engine ( 1 ) and the radiator ( 2 ), closable by a valve, and an element for thermostatic control of this valve.
  • This thermostatic control element ( 3 ) only allows coolant to flow from the engine ( 1 ) to the radiator ( 2 ) when the latter has reached a certain temperature.
  • the thermostatic control element is of the same type as previously described. It operates on the principle of the expansion of a volume of wax contained in a plug. Under the effect of the coolant temperature, the wax plug, by its thermal expansion calibrated to a temperature point, commands the opening of a check valve ( 32 ) via a working piston. The check valve ( 32 ) then opens or closes to regulate the flow of coolant and, optionally, of the bypass circuit ( 12 ).
  • the thermostat ( 3 ) used opens when the coolant temperature reaches a standard temperature setpoint of 110° C.
  • This thermostat ( 3 ) comprises heating means ( 31 ), of the resistor type ( 31 ), which serves to artificially raise the temperature of the wax and thereby change its temperature setpoint.
  • thermostat ( 3 ) which normally causes an opening of the check valve ( 32 ) when the coolant is at 110° C., will now open when the coolant is at 90° C., thanks to the resistor ( 31 ) which artificially raises the thermostat to 110° C.
  • the purpose of this resistor ( 31 ) is to serve to change the temperature setpoint according to a predefined setpoint profile for controlling the opening or closing of the valve control system ( 3 ).
  • This resistor ( 31 ) is connected to the computer ( 4 ) of the vehicle, which produces the commands required by the method.
  • the cooling circuit also comprises at least one temperature sensor ( 101 ) placed in the line ( 11 ) of the cooling circuit at the outlet of the engine ( 1 ) and upstream of the valve control system ( 3 ).
  • a second sensor ( 102 ) may be placed in the line ( 11 ) of the cooling circuit downstream of the valve control system ( 3 ) and at the inlet of the radiator ( 2 ). These two temperature sensors are also connected to the computer ( 4 ).
  • the first sensor ( 101 ) serves to measure the temperature (T 1 ) of the coolant at the engine outlet.
  • the second sensor ( 102 ) serves to measure the coolant temperature at the inlet of the radiator ( 2 ). Due to its high cost, conventional motor vehicles are not equipped with this second sensor ( 102 ) which is only used for the engine test. All the measurements necessary to regulate the engine temperature during the operation of an engine vehicle are therefore taken with the first temperature sensor ( 101 ).
  • the device also comprises a control module ( 45 ) for determining whether the first opening of the valve control system has taken place, because it is only used after this first opening. In fact, during the first opening of the valve control system, the temperature difference between the engine temperature and the temperature setpoint is too wide to use a progressive setpoint.
  • the first opening which takes place upon starting can be effected by using means which serve to prevent the thermal shock from being too high.
  • the first opening of the valve control system of which the standard setpoint is 110° C., occurs early. This means that the device has means for enabling the valve control system to be open when the coolant temperature is at 90° C. instead of 110° C. This is effected by using the heating resistor ( 31 ) of the thermostat.
  • the control module ( 45 ) assumes a value (TC) indicating that the first opening has taken place. It is this control module ( 45 ) that is used as means for controlling the first opening in the regulation device according to the invention.
  • the first sensor ( 101 ) is therefore used to measure this temperature (T 1 ) of the coolant at the engine outlet continuously during driving, in order to monitor the engine temperature and check that the temperature setpoint is reached.
  • the device comprises at least one first computation module ( 41 ) calibrated by identification on the vehicle or engine test bench for determining the minimum (B 1 ) and maximum (B 2 ) temperature limits in accordance with the minimum (C 1 ) and maximum (C 2 ) temperature setpoints stored in storage means ( 47 ) in the computer ( 4 ).
  • These minimum (B 1 ) and maximum (B 2 ) temperature limits are located in the interval formed by the minimum (C 1 ) and maximum (C 2 ) temperature setpoints.
  • the first computation module ( 41 ) determines a minimum temperature limit (B 1 ) that is higher than the minimum temperature setpoint (C 1 ) and a maximum temperature limit (B 2 ) that is lower than the maximum temperature setpoint (C 2 ).
  • the minimum temperature setpoint (C 1 ) is 90° C. and if the maximum temperature setpoint (C 2 ) is 110° C.
  • the minimum temperature limit (B 1 ) may be 92° C. and the maximum temperature limit (B 2 ) may be 108° C. This temperature difference plays the role of a safety margin.
  • the device comprises a second computation module calibrated by identification on the vehicle or engine test bench for determining the temperature setpoint profile. For this purpose, this module will calculate several intermediate temperatures (I 1 ) between the minimum temperature limit (B 1 ) and the maximum temperature limit (B 2 ). These intermediate temperatures (I 1 ) serve to reach the minimum (C 1 ) or maximum (C 2 ) temperature setpoint gradually.
  • this module will calculate several intermediate temperatures (I 1 ) between the minimum temperature limit (B 1 ) and the maximum temperature limit (B 2 ). These intermediate temperatures (I 1 ) serve to reach the minimum (C 1 ) or maximum (C 2 ) temperature setpoint gradually.
  • the profile is prestored in the computer ( 4 ).
  • the device also comprises a comparison module ( 43 ) for comparing the temperature (T 1 ) measured continuously at the engine outlet by the temperature sensor ( 101 ) during the driving, with the intermediate temperatures (I 1 ) calculated with the second computation module ( 42 ). This comparison serves to determine a difference (E) between the two temperatures. This difference (E) is transferred into a module ( 44 ) for correcting the difference serving to define the more or less wide opening necessary for the valve control system to reach the desired temperature setpoint according to the measured difference (E).
  • This correction module ( 44 ) of the computer is associated with a control module ( 46 ) of the thermostat in order to turn on the heating resistor.
  • the computation and correction modules may be associated with a PID controller (Proportion, Integral, Derivative).
  • PID controller Proportion, Integral, Derivative
  • This controller acts on a regulation value, which, in the case here, is the temperature regulation value, to control a heating resistor, a valve, etc.
  • This type of controller combines three actions:
  • the minimum and maximum temperature setpoints are determined and stored ( 201 , 202 ) in the storage module ( 47 ) of the computer ( 4 ).
  • the coolant temperature (T 1 ) at the engine outlet is measured continuously ( 200 ) by the temperature sensor ( 101 ). This temperature (T 1 ) is sent to the computer ( 4 ).
  • control module ( 45 ) has a temperature (TC) indicating that the first opening has taken place, the engine temperature regulation according to the invention is initiated.
  • the computer ( 4 ) uses the minimum (C 1 ) and maximum (C 2 ) temperature setpoints to determine ( 210 ) the minimum (B 1 ) and maximum (B 2 ) temperature limits.
  • the minimum (C 1 ) and maximum (C 2 ) temperature setpoints are 90° C. and 110° C. respectively and the minimum (B 1 ) and maximum (B 2 ) temperature limits determined by the first computation module ( 41 ) may then be 92° C. and 102° C. respectively.
  • These temperature limits (C 1 , C 2 ) are stored ( 211 , 212 ) in the storage module ( 47 ) of the computer ( 4 ).
  • the second module ( 42 ) of the computer ( 4 ) then calculates ( 220 ) the intermediate temperature setpoints (I 1 ) of the temperature profile determined from the minimum (B 1 ) and maximum (B 2 ) temperature limits in order to reach the temperature setpoint (C 1 , C 2 ) gradually.
  • the temperature (T 1 ) at the engine outlet measured continuously ( 200 ) is compared ( 230 ) to the various intermediate temperatures (I 1 ) in order to determine a difference (E) by means of the comparison module ( 43 ).
  • the values of the differences (E) are sent as they are determined to a module ( 44 ) for correcting the difference which serves to determine ( 240 ) the more or less wide opening or closing ( 250 ) of the valve control system that is necessary to correct the difference (E) and thereby reach the desired setpoint by following the setpoint profile.
  • the correction is effected thanks to the control module ( 46 ) by controlling the heating resistor ( 31 ) so as to heat it or not.
  • the valve control system is progressively opened, and when the resistor ( 31 ) is turned off, the valve control system is progressively closed.
  • the operation of the device according to the invention thus comprises the following steps:
  • valve control system ( 3 ) is of the thermostat type, but another type of coolant valve control system can be used, for example, an electrically controlled valve, thereby serving to regulate other criteria in addition the temperature.
  • this protection mode may be applied to other types of engine comprising auxiliary components which may benefit from thermal protection: electric engine or hybrid systems for example.
  • a high temperature and a low temperature have been selected by various compromises. Depending on the changes in the conditions, other values may be adopted (lower or higher).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Temperature (AREA)
  • Temperature-Responsive Valves (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
US12/161,440 2006-01-19 2007-01-18 Method and device for regulating the temperature of an internal combustion engine Abandoned US20090126656A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0600485 2006-01-19
FR0600485A FR2896271B1 (fr) 2006-01-19 2006-01-19 Procede et dispositif de regulation de la temperature d'un moteur a combustion interne
PCT/FR2007/050663 WO2007083065A2 (fr) 2006-01-19 2007-01-18 Procede et dispositif de regulation de la temperature d'un moteur a combustion interne

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US20090126656A1 true US20090126656A1 (en) 2009-05-21

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US12/161,440 Abandoned US20090126656A1 (en) 2006-01-19 2007-01-18 Method and device for regulating the temperature of an internal combustion engine

Country Status (8)

Country Link
US (1) US20090126656A1 (de)
EP (1) EP1974134B1 (de)
JP (1) JP2009523948A (de)
CN (1) CN101384805B (de)
AT (1) ATE541114T1 (de)
FR (1) FR2896271B1 (de)
RU (1) RU2411373C2 (de)
WO (1) WO2007083065A2 (de)

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US20060149450A1 (en) * 2002-11-21 2006-07-06 Renault S.A.S. Method for controlling automatic transmission of a vehicle on a downhill slope
WO2014175812A1 (en) * 2013-04-25 2014-10-30 Scania Cv Ab Method and system for control of a cooling system
US20150247443A1 (en) * 2012-11-20 2015-09-03 Toyota Jidosha Kabushiki Kaisha Cooler apparatus and control method therefor
US11041428B2 (en) * 2016-07-26 2021-06-22 Guangzhou Automobile Group Co., Ltd. Method and apparatus for controlling water temperature of engine

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SE536475C2 (sv) * 2012-05-04 2013-12-10 Scania Cv Ab Kylsystem och ett motorfordon innefattande ett sådant kylsystem
DE102013003144B4 (de) * 2013-02-25 2017-06-08 Audi Ag Verfahren zum Betrieb eines Kühlsystems eines Kraftfahrzeugs und Kraftfahrzeug
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US10215080B2 (en) * 2016-11-01 2019-02-26 Ford Global Technologies, Llc Systems and methods for rapid engine coolant warmup
CN113204860B (zh) * 2021-03-17 2024-05-31 联合汽车电子有限公司 一种标定方法
CN114542263B (zh) * 2022-03-22 2023-04-18 潍柴动力股份有限公司 一种冷却水温度调控方法及控制系统
CN117193415B (zh) * 2023-09-13 2025-12-30 北京航空航天大学 一种气冷-热环境下快速变温跟踪控制系统及其控制方法

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CN101384805B (zh) 2010-09-15
CN101384805A (zh) 2009-03-11
EP1974134A2 (de) 2008-10-01
FR2896271A1 (fr) 2007-07-20
EP1974134B1 (de) 2012-01-11
RU2008134003A (ru) 2010-02-27
WO2007083065A2 (fr) 2007-07-26
WO2007083065A3 (fr) 2007-09-07
FR2896271B1 (fr) 2012-08-17
RU2411373C2 (ru) 2011-02-10
JP2009523948A (ja) 2009-06-25
ATE541114T1 (de) 2012-01-15

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