WO2006045186A1 - Detecteur de position angulaire fonde sur un systeme de commande du moteur - Google Patents

Detecteur de position angulaire fonde sur un systeme de commande du moteur Download PDF

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Publication number
WO2006045186A1
WO2006045186A1 PCT/CA2005/001634 CA2005001634W WO2006045186A1 WO 2006045186 A1 WO2006045186 A1 WO 2006045186A1 CA 2005001634 W CA2005001634 W CA 2005001634W WO 2006045186 A1 WO2006045186 A1 WO 2006045186A1
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WO
WIPO (PCT)
Prior art keywords
engine
angular position
controller system
engine controller
sensor
Prior art date
Application number
PCT/CA2005/001634
Other languages
English (en)
Inventor
Gary J. Spicer
Zbyslaw Staniewicz
Terry P. Cleland
Andrew Boyes
Original Assignee
Litens Automotive Partnership
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
Priority claimed from US11/146,727 external-priority patent/US7188021B2/en
Application filed by Litens Automotive Partnership filed Critical Litens Automotive Partnership
Priority to DE112005002642T priority Critical patent/DE112005002642T5/de
Publication of WO2006045186A1 publication Critical patent/WO2006045186A1/fr

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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
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M15/00—Testing of engines
    • G01M15/04—Testing internal-combustion engines
    • G01M15/12—Testing internal-combustion engines by monitoring vibrations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/04—Sensors
    • F01L2820/041—Camshafts position or phase sensors
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • F02D41/083—Introducing corrections for particular operating conditions for idling taking into account engine load variation, e.g. air-conditionning
    • 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
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an engine controller system for an internal combustion engine. More specifically, the present invention relates to an engine controller system which obtains and processes angular position information relating to the operation of an internal combustion engine to control the operation of that engine.
  • Engine controllers employing microprocessors are well known and have been commonly employed to control fuel injection and other engine systems in gasoline and diesel internal combustion engines.
  • controllers receive a variety of signals from sensors to determine, for example, the speed and/or position of the crankshaft, the mass flow rate of air entering the inlet manifold, the engine operating temperature, etc.
  • the received signals are processed by the engine controller which then produces signals controlling the operation of the fuel injectors and/or other aspects of the operation of the engine.
  • an engine controller system for an engine comprising: at least one processor; and at least one angular position sensor for association with a rotating engine component, said sensor providing signals to said processor indicating the angular position of the component, wherein the processor processes said signals and produces at least one output control signal to alter operation of said engine.
  • the signals from the angular position sensor comprise a pair of signals varying in a sinusoidal manner as the engine component rotates, one of the pair of signals being ninety degrees out of phase from the other of the signals, the signals providing an indication of the angular position of the rotating component within a three hundred and sixty degree complete rotation.
  • the processor implements a CORDIC algorithm on the pair of sinusoidal signals to determine the angular position of the rotating component.
  • the engine controller system includes angular position sensors to determine at least the angular position of the camshafts of the engine. Also preferably, the engine controller system determines the angular position of the crankshaft of the engine.
  • the engine controller system includes two angular position sensors for a rotating engine member to determine the torsional deflection of the member, the engine controller responsive to the determined torsional deflection to alter operation of the engine.
  • An engine controller system in accordance with the present invention includes at least one processor and at least one angular position sensor for association with a rotating engine component.
  • the sensor provides signals to the processor indicating the angular position of the component and the processor processes the signals and produces at least one output control signal to alter operation of the engine.
  • the sensor will indicate the angular position of a camshaft of the engine and the controller will use this angular position signal in combination with a signal from a similar sensor, or from a conventional sensor, indicating the angular position of the crankshaft to control operation of the engine.
  • FIG. 1 shows a schematic representation of an engine controller system in accordance with the present invention
  • Figure 2 shows a schematic representation of a rotating engine component and angular position sensor in accordance with an embodiment of the present invention
  • Figure 2a shows a perspective view of a disc-shaped dipole magnet and an angular position sensor shown in Figure 2;
  • Figure 2b shows a perspective view of a ring-shaped magnet and angular position sensor shown in Figure 2;
  • Figure 3 shows a schematic representation of the front of an engine showing a dipole magnet attached to each of three rotating engine members
  • Figure 4 shows a schematic representation of the side of the engine of Figure 3 showing angular position sensors to measure the magnetic field of the dipole magnets
  • Figure 4a shows a perspective view of the front of the engine of Figure 3 wherein the camshaft angular sensors are mounted on the timing cover of the engine;
  • Figures 4b, 4c and 4d show embodiments of sensor mounts to mount the angular sensors of Figure 4 to an engine
  • FIG. 5 shows a schematic representation of another engine controller system in accordance with the present invention.
  • Figure 6 shows a schematic representation of the side of the engine of Figure 3 showing angular position sensors to measure the magnetic field of the dipole magnets located at each end of the rotating members;
  • FIG. 7 shows a schematic representation of another engine controller system in accordance with the present invention.
  • Figure 8 shows a schematic representation of a drogue wheel dipole magnet for use with the present invention
  • Figure 9 shows an annular arrangement of dipole magnets about a rotating member, for use with the present invention.
  • FIGS 10a through 10e show some of the contemplated structures of dipole magnets for use in the present invention.
  • Figure 11 shows an embodiment of a sensor assembly employed where a physical connection is present between an angular sensor and a rotating member
  • Figures 12a and 12b show additional embodiments of the attachment of a sensor assembly and a rotating member
  • Figure 13 shows a cross sectional view of the sensor assembly of Figure 11 installed with the attachment method of Figure 12b;
  • Figure 14 shows a cross sectional view of another sensor assembly connected to a rotating member by a magnetic linkage.
  • Engine controller system 20 includes at least one processor unit 24, at least one absolute angular position sensor 28 and an actuator 32 which is operated responsive to a control signal from processor unit 24.
  • the assignee of the present invention has developed a novel sensor system and method for measuring the angular position and/or speed of a rotating member. Aspects of this system and method are described in detail in co-pending U.S. provisional patent applications: Vehicle Control System And Method, serial no.
  • engine controller system 20 is not limited to only having one processor 24 and, in fact, system 20 can include multiple processors 24, including one or more processors 24 which can be dedicated to processing signals received from angular position sensors 28 and one or more processors 24 which can be dedicated to executing an engine component control algorithm, as discussed further below.
  • each processor 24 need not be the same as each other processor 24.
  • a processor 24 receiving signals from angular position sensor 28 can be a microcontroller with A/D converters, etc. while a processor 24 operating actuator 32 can include a floating point accelerator, large amounts or RAM, or other special purpose hardware as may be required.
  • a processor unit 24 receiving signals from multiple angular position sensors 28 can be DSP-based (digital signal processor-based) while the processor unit 24 operating actuator 32 can be a microcontroller.
  • rotation sensors are employed to estimate the position of rotating components.
  • Such rotation sensors have comprised incremental encoder systems such as system which count indicator teeth on a rotating shaft, typically via an inductive pickup or Hall Effect sensor located adjacent the teeth on the shaft, or via an optical pickup which observes a reference disk (typically of alternating white and black indicia on the face of the reference disk) mounted on the shaft.
  • Examples of such rotation sensor systems include crankshaft position sensors and camshaft position sensors.
  • Such rotation sensor systems can provide a reasonable indication of an average rotational speed of an engine component and have been used to estimate angular position of engine components.
  • Such systems suffer from numerous disadvantages including an inability to determine or respond to transient (intra-tooth or other increment) speed changes and the inability to determine the angular position of a stopped rotating component 40.
  • transient intra-tooth or other increment
  • such systems are generally not able to produce an accurate output after start up of a rotating component 40 until a rotational speed of over three hundred RPM has been obtained.
  • the present invention preferably employs angular position sensors 28 which employ two pairs 32a, 32b of oppositely orientated magnetic sensors and, in a preferred embodiment, these are Hall Effect sensors or the like.
  • One pair 32a of these oppositely orientated magnetic sensors is arranged at right angles to the other pair 32b of oppositely oriented magnetic sensors and both pairs 32a, 32b of sensors are preferably mounted within a convenient package, such as a ceramic semiconductor "chip" type package 34.
  • sensor 28 In a present embodiment of the invention, the inventors have used the model 2SA-10 Sentron sensor manufactured by Sentron AG, Baarerstrasse 73, 6300 Switzerland as sensor 28. [0019] When sensor 28 is properly located adjacent a dipole magnet 36 arranged across the rotational axis of a rotating engine component 40, sensor 28 outputs a voltage signal from each pair 32a and 32b of sensors indicating the dipole field orientation with respect to a reference axis of sensor 28. When engine component 40 is rotated, rotating dipole magnet 36 with it, the output from each sensor pair 32a and 32b is a sinusoidal voltage, with the output of one sensor pair 32a being ninety degrees out of phase with the signal of the other sensor pair 32b.
  • dipole magnet is intended to comprise any magnetic structure, or arrangement or composition of magnetic structures, which provides at least one North to South and a South to North magnetic transition to angular position sensor 28 as the rotating engine component 40 is rotated through a complete rotation. While a variety of dipole magnets can be employed, some of which are described in more detail below, the simplest dipole magnet 36 is a bar magnet with a North magnetic pole at one end and a South magnetic pole at the other end.
  • each of the sinusoid voltage signals from sensor 28 is provided to processor 24 which performs a CORDIC (Coordinate Rotation D/gital Computer) algorithm to determine the arctan of the two sinusoids, thus determining the angular position of dipole magnet 36, and thus the angular position of engine component 40.
  • CORDIC Coordinat Rotation D/gital Computer
  • sensor 28 measures the angular position of a rotating component 40, such as a camshaft, etc.
  • sensor 28 outputs a pair (Vi, V 2 ) of sinusoidal output voltages that are ninety degrees out of phase.
  • the angular position ⁇ of the rotating component 40 can be determined by processor 24 from:
  • V 1 cosf ⁇
  • V 2 sinf ⁇
  • angular position sensor 28 does not measure absolute magnetic field strength, and instead measures the relative field strength at each sensor pair 32, and sensor 28 operates independent of variations in the magnetic field strength of dipole magnet 36, provided only that sensor 28 receives a sufficient amount of magnetic flux from dipole magnet 36.
  • sensor 28 and dipole magnet 36 are not critical, allowing for simplified manufacturing of engines using sensor 28 and dipole magnet 36.
  • Another sensor which can be suitable for use as sensor 28 is the KMR 360 Magnetic Field Sensor, manufactured by HL-Planartechnik GmbH, Hauert 13, 44 227 Dortmund, Germany. This sensor employs three magnetic sensing elements rotated one hundred and twenty degrees with respect to each other and outputs three sinusoidal voltage signals which can be processed, via a CORDIC algorithm or other processing technique, to determine the angular position of a dipole magnet attached to a rotating member.
  • dipole magnet 36 can be a Rare Earth magnet, such as samarium cobalt (SmCo) or neodymium iron boron (NdFeB) to allow sensor 28 to operate with a relatively large clearance between dipole magnet 36 and sensor 28.
  • SmCo samarium cobalt
  • NdFeB neodymium iron boron
  • dipole magnet 36 can be in a variety of configurations, including disc-shaped magnets (having a North-South pole interface extending across the face of the disc) as illustrated in Figure 2a, a square-shaped magnet, similar to the disc of Figure 2a, but square in plan view rather than round, a bar magnet with the North pole and one end and the South pole at the other, a ring magnet with a North and South pole located on opposite sides of the ring, as shown in Figure 2b, etc.
  • dipole magnets 36 can be magnetized in a given orientation relative to an indexing feature, such as a groove or tab, on magnets 36 and rotating members 40 to which a dipole magnet 36 is to be attached can have a complementary indexing feature formed in them to ensure that the North to South/South to North transitions occur at a given, desired orientation with respect to rotating member 40.
  • the indexing can be performed within processor 24 by placing engine 100 in a specified orientation (e.g. - number one cylinder at TDC) and equating the outputs of sensors 28 with this known position.
  • a specified orientation e.g. - number one cylinder at TDC
  • the engine component 40 itself can be magnetized to form the dipole magnet at at least its end. While this requires that engine component 40 be magentizable, by magnetizing the bulk mass of component 40 a magnetic field strength (flux density) approaching that which results from affixing a samarium cobalt magnet, or the like, to component 40 can be obtained.
  • a magnetic field strength flux density
  • a magnet "blank” can be attached to engine component 40 during its manufacture.
  • a blank can comprise a mass of magnetizable material, such as the above-mentioned samarium cobalt or other materials, and as a step in the manufacture of engine component 40, the assembly of engine component 40 and the blank can be placed in a jig and magnetized appropriately. By magnetizing the blank after it is attached to engine component 40, indexing of the North to South/South to North transitions to a selected angular position of engine component 40 is easily accomplished.
  • sensor 28 can be mounted to a circuit board or other mounting device with an appropriate index feature, or mark, indicating its reference axis and/or allowing sensor 28 to be mounted adjacent the dipole magnet with its reference axis in a desired configuration.
  • the measured orientation of the rotating member 40 is referenced by the positioning of the dipole magnet on the rotating member and the relative position of the North to South and South to North transitions of the dipole magnet to the reference axis of sensor 28.
  • the dipole magnets 36 be mounted to rotating members 40 with an interface of non-magnet material between dipole magnet 36 and rotating member 40.
  • This non ⁇ magnetic material can be a plastic or epoxy material used to mount dipole magnet 36 to rotating member 40 or can be a carrier of aluminum, stainless steel or other non-magnetic material which mounts dipole magnet 36 to rotating member 40.
  • dipole magnet 36 While, depending upon the structure, size and composition of dipole magnet 36, the present invention can operate when dipole magnet 36 is in direct magnetic contact with rotating members 40 formed of magnetic material, it has been found that stronger and/or better defined magnetic flux signals are provided to sensor 28 from a dipole magnet 36 on a rotating member 40 when the dipole magnet is separated from the rotating member 40 by an interface of non ⁇ magnetic material.
  • angular position sensors 28 employ two sensor pairs 32 of oppositely orientated magnetic sensors, where each magnetic senor pair 32 provides an output signal and this pair of signals is processed by processor 24 to determine the angular position of a rotating member, it is also contemplated that sensors 28 can employ a single pair 32 of magnetic sensors. Such sensors are available from a variety of manufacturers, including the KMZ41 sensor sold by Philips Semiconductor.
  • the output of the magnetic sensor pair 32 will only indicate the angular position within a one hundred and eighty degree half-circle that is repeated for a full revolution, but this can be combined with the output signal from another sensor, such as a conventional inductive sensor or the like, which indicates which of the two possible one hundred and eighty degree half-circles the rotating member is in.
  • a half-circle position sensor signal will indicate whether the rotating member is positioned in a first half-circle between zero and one hundred and eighty degrees or in the second half- circle between one hundred and eighty one degrees and three hundred and sixty degrees and the second position sensor will indicate where the member is positioned within either of those half-circles.
  • Processor 24 receives both signals and can output the position of the rotating member after the two signals have been appropriately processed.
  • sensor 28 can comprise such a half-circle sensor and a position sensor, it is believed that the above-described dual magnet sensor pair configuration better serves the needs of most engine controller systems and such sensors are presently preferred for use in system 20.
  • a double overhead cam engine 100 shown in Figures 3, 4 and 4a is controlled.
  • inlet camshaft 104 has a dipole magnet 108 mounted at its forward end and exhaust camshaft 112 also has a dipole magnet 116 mounted at its forward end.
  • each of dipole magnets 108 and 116 are disc-shaped samarium cobalt magnets which are affixed to the end of their respective camshafts with the North South pole interface line crossing the axis of rotation of the respective camshafts.
  • Camshafts 104 and 112 are connected, via a synchronous drive 120, such as a timing belt or chain, to a timing sprocket on engine crankshaft 124 which, in this embodiment, also has a dipole magnet 128 affixed to its end.
  • dipole magnet 128 is preferably a samarium cobalt magnet which is, in this case, affixed to the head of the bolt retaining the timing sprocket to crankshaft 124.
  • dipole magnet 128 is affixed to the bolt retaining the timing sprocket to crankshaft 124 via an non-magnetic interface, such as a stainless steel or aluminum interface piece, or the bolt itself is fabricated from non ⁇ magnetic material such as stainless steel.
  • an non-magnetic interface such as a stainless steel or aluminum interface piece, or the bolt itself is fabricated from non ⁇ magnetic material such as stainless steel.
  • a rocker cover 132 is mounted to engine block 136 and an inlet camshaft sensor 140, of the form of sensor 28, is mounted to rocker cover 132 as is the exhaust camshaft sensor (not shown in this Figure).
  • sensor 28 can be separated from the dipole magnet it is measuring by a relatively large distance, in excess of 15 mm depending upon the type and configuration of dipole magnet 36, provided that this distance is relatively constant, and other, non-magnetic materials can be interposed between the sensor and the dipole magnet while allowing the sensor to still function.
  • sensors 28 can be on one side of structures made of aluminum, plastic or stainless steel, to name a few, with the dipole magnet on the other of the structure and sensor 28 can still operate.
  • requirements for sealing sensors 28 such as to prevent contaminants from entering engine 100, or to prevent pressurized gases, either inlet gases or exhaust gasses, from leaving engine 100 can be avoided.
  • a variety of other mounting configurations can be employed, including mounting sensor 140 in a bore cast in rocker cover 132, etc.
  • camshaft sensor 140 is mounted to rocker cover 132. While not illustrated in Figure 4, a sensor of the form of sensor 28 is also mounted to rocker cover 132 adjacent dipole magnet 116 on exhaust camshaft 112. A sensor 144, in the form of sensor 28, is mounted on a bracket 148, adjacent dipole magnet 128 on crankshaft 124.
  • Figure 4a shows a similar embodiment of engine 100 wherein inlet camshaft sensor 140 and exhaust camshaft sensor 142 are mounted on a timing cover 150, which can be fabricated from plastic or metal, preferably non magnetic.
  • Figure 4a also shows dipole magnet 128, sensor 144 and bracket 148 in more detail.
  • Figure 4b shows one embodiment of a sensor mount 152 for mounting sensor 28 to an engine 100 for measuring the angular position of a rotating member 40.
  • sensor mount 152 is mounted to the back side of engine 100, the timing gears and synchronous drive being located at the front side of engine 100.
  • Sensor mount 152 includes a sensor carrier 153 in which sensor 28 is mounted.
  • Sensor carrier 153 can be fabricated in any suitable manner of any suitable material, such as by injection molding of DelrinTM, etc. and sensor carrier 153 is biased by a spring 154 into contact with the end of rotating member 40 to bring sensor 28 into an appropriate range of dipole magnet 36 and to substantially align sensor 28 with dipole magnet 36.
  • Spring 154 and sensor carrier 153 provide tolerance for any end float in rotating member 40 as sensor carrier 153 will move with, and remain in contact with, the end of rotating member 40.
  • sensor carrier 153 is prevented from rotation within sensor mount 152 to prevent measurement errors which would occur from any rotation of sensor 28.
  • sensor carrier 153 can be square in cross section, or otherwise indexed in an appropriate manner, to prevent such undesired rotation of sensor 28 and to ensure that the reference access of sensor 28 is in a known orientation.
  • Figure 4c shows another embodiment of sensor mount 152 which includes a main body 155 with a threaded bore to receive sensor carrier 153, whose exterior is also threaded.
  • sensor carrier 153 is screwed into or out of the bore in main body 155 to establish a desired clearance between dipole magnet 36 and sensor 28 and is then locked in place with an appropriate mechanism, such as the illustrated lock nut 157, or a locking epoxy, etc.
  • Figure 4d shows a sensor mount 161 which is intended to be mounted on a non ⁇ magnetic surface 163, such as an aluminum or plastic timing cover.
  • a non-through bore 165 is formed in non-magnetic surface 163 and sensor mount 161 includes a portion in which sensor 28 is located which is inserted into bore 165 to bring sensor 28 within a desired operating distance from dipole magnet 36.
  • sensor mount 161 no sealing member is required to isolate the interior volume within surface 163 as no through-bore is required in non magnetic surface 163.
  • senor mount 161 can include an index feature or other mechanism to ensure that the reference axis of sensor 28 is in a known orientation.
  • the signal from each of inlet camshaft position sensor 140, the exhaust camshaft sensor (“Ex Cam") and crankshaft sensor 144 are provided to processor unit 24 in system 20.
  • processor unit 24 determines the angular position of each of inlet camshaft 104, exhaust camshaft 112 and crankshaft 124 and uses this information to control engine 100.
  • processor unit 24 determines the angular position of each of inlet camshaft 104, exhaust camshaft 112 and crankshaft 124 and uses this information to control engine 100.
  • prior art engine controllers it was typically deemed sufficient to determine the position of the crankshaft and then to estimate the relative positions of inlet and exhaust camshafts from the crankshaft.
  • estimated positions ignore the effects of torsional vibrations in synchronous drive 120 and other factors which can lead to differences between the actual positions of the inlet and exhaust camshafts and their estimated positions. It has been found that these differences in prior art engine controllers can lead to errors in fuel injection, ignition control and/or other engine control functions that are dependent upon the accuracy
  • processor 24 can determine the position of the crankshaft and the inlet and exhaust camshafts to one degree, or better, of accuracy and thus processor 24 can produce output signals 32 to fuel injection, ignition systems (in gasoline engines) and other engine subsystems allowing for better combustion of fuel, with a commensurate increase in the efficiency of engine 100 and decrease in emissions.
  • VVT variable valve timing
  • VVL variable valve lift
  • an engine controller system 20 in accordance with the present invention can also determine torsional deflections (i.e. - twist) in rotating members in engine 100 and account for such deflections when producing control signals 32.
  • rotating members in engine 100 such as camshafts and the crankshaft are subject to torsional deflections due to load being irregularly applied to them.
  • the angular position of the front of a crankshaft may be several degrees ahead of the angular position of the rear of the crankshaft due to the load, from the transmission, on the engine when the transmission is in gear while the angular position of the front of the crankshaft and the rear of the crankshaft will agree much more closely when the transmission is in neutral, reducing the load.
  • camshafts suffer from torsional deflections as they open and close valves and/or as the engine experiences sudden load or operating speed changes. In prior art engine control systems, the engine controller ignored such deflections.
  • a dipole magnet and angular position sensor 28 can be located at each end of a rotating member, as shown in Figure 6.
  • inlet camshaft 104 has a dipole magnet 108 (not shown in this Figure) and position sensor 140 at its front end as before and, in this embodiment, inlet camshaft 104 has another dipole magnet (not shown) affixed to its back end and has a position, sensor 200 mounted adjacent that dipole magnet in rocker cover 132.
  • exhaust camshaft 112 has its front dipole magnet 116 and front position sensor as before, but also has another dipole magnet affixed to its back end and a back position sensor is mounted in rocker cover 132 adjacent that dipole magnet.
  • Crankshaft 124 also still has its front dipole magnet 128 and sensor 144 and now also has a second dipole magnet affixed to its back end and a back end sensor 204 mounted to an appropriate mount point adjacent the dipole magnet.
  • the output signals from each position sensor are applied to processor 24.
  • processor 24 can determine the current torsional deflection of the camshaft. If, for example, processor 24 determines that the back of inlet camshaft 104 is trailing the front end by two degrees at the point where cylinder number four (located at the back of engine 100 - assuming the engine is a DOHC four cylinder engine) is to receive fuel, processor 24 can delay the control signal 32 to inject fuel into cylinder four for two degrees of rotation.
  • processor 24 can estimate that inlet cam 104 is trailing the front of the cam by one point five degrees at cylinder three, by one degree at cylinder two and by one half degree at cylinder one. Or, if torsional deflections of inlet camshaft 104 are not distributed linearly along its length, as can be determined empirically by the manufacturer, processor 24 can use a look up table or the like to determine the amount of deflection at each point of interest along the length of the camshaft from the determined difference between the angular positions of front and back of inlet cam 104. As will be apparent, similar determinations can be made for exhaust camshaft 112 and crankshaft 124, if desired.
  • processor 24 is preferably operable to determine such deflections, as needed, in real time, or close to real time.
  • processor 24 can also utilize the torsional deflection information for other purposes.
  • torsional deflection in crankshaft 124 can be used by processor 24 as an indication of the load on engine 100 and this can be used to alter transmission shift points, active suspension settings and other vehicle operating parameters.
  • Such information can also be used to limit operation of engine 100, for example interrupting ignition timing to prevent engine 100 from over-rewing, or from being over-stressed.
  • an oil pump or jackshaft for engine 100 can be gear or chain driven by the crankshaft and the oil pump or jackshaft can be equipped with a dipole magnet and a sensor 28 and processor 24 can process the signal from this sensor to determine the position of the crankshaft without the necessity for mounting a dipole on the crankshaft and locating the corresponding sensor adjacent the dipole on the crankshaft.
  • a driven device is used to determine the angular position of a rotating member that drives the device, if the driven device rotates at a different rate than the crankshaft or other rotating member whose positions to be determined (e.g.
  • processor 24 can appropriately process the signal from the sensor 28 to obtain a correct angular position result.
  • processor 24 may require an additional input, such as a conventional inductive-type sensor or the output of another sensor 28 measuring the angular position of another rotating component (such as a camshaft) of engine 100 to determine which half, quadrant, etc. of a full three hundred and sixty degree revolution the driving member is in.
  • the driven member is driven at half the rate of the driving member, then a determination must be made of which one hundred and eighty degree half of a full revolution the driving member is in, if the driven member is driven at one quarter of the speed of the driving member, then a determination must be made of which ninety degree quadrant of a full revolution the driving member is in, etc.
  • FIG. 9 shows another dipole magnet configuration in accordance with an embodiment of the present invention.
  • a dipole magnet for use with the present invention can comprise a structure of several dipole magnets in an appropriate arrangement.
  • at least one pair of dipole magnets 400, 404 are affixed about the perimeter of a rotating member 40, with the North pole "N" of dipole 400 adjacent the South pole "S” of dipole 404 and the North pole (not shown) of dipole 404 adjacent the South pole "S” of dipole 400.
  • Sensor 408, in the form of sensor 28 is mounted beside the outer periphery of dipole magnets 400 and 404 and can detect the North-to-South and South-to-North field strength changes as member 40 rotates.
  • processor 24 will appropriately process the output of sensor 408 to compensate for the two North to South pole or South to North pole transitions that will occur during one complete revolution of rotating member 40, as will be apparent to those of skill in the art.
  • FIGs 10A through 10E show various other configurations, in addition to the disc magnet, ring magnets and bar magnet discussed above, by which a suitable dipole magnet 36 for use with the present invention can be achieved.
  • Figure 10a two pairs of magnets 500, 504 are shown where each pair 500, 504 is shaped in an arc to form an open annular structure. As illustrated, in pair 500 each magnet has its poles reversed from the other magnet, as do the magnets in pair 504 and angular position sensor 28 is located substantially at the center of the open annulus. It is contemplated that magnet pairs 500 and 504 can be attached to the end of a rotating member by any suitable means, with the plane of the open annulus being orthogonal to the rotational axis of the rotating member.
  • FIG. 10B Another annular structure for a dipole magnet, similar to that shown in Figure 10A, is shown in Figure 10B.
  • a flux ring 508 is added to the structure of Figure 10A to enclose the annulus and to distribute the magnetic flux from magnet pairs 500 and 504 about the annulus.
  • flux ring 508 can be mounted to the end of the rotating member with magnet pairs 500 and 504 mounted to the flux ring, which may be easier to accomplish than mounting magnet pairs 500 and 504 to the rotating member.
  • flux ring 508 can also include features, such as radially inward extending tabs, which concentrate and/or arrange the flux produced from magnet pairs 500 and 504 in angular positions of particular interest.
  • flux ring 508 can include such an inward facing tab adjacent the angular positions wherein a crankshaft will be in the TDC position for each of one or more cylinders of an engine.
  • the pairs 512 and 516 of magnets are bar magnets.
  • Figure 10D only one pair of magnets is employed, magnet 520 extending into flux ring 508 with its North pole extending outwardly and magnet 524 extending into flux ring 508 with its South pole extending outwardly.
  • Figure 10E shows a magnet configuration comprising a ring magnet 550 which surrounds sensor 28.
  • This configuration is believed to be particularly tolerant to any misalignment of the mounting of magnet 550 about the axis of rotation of the rotating member and/or any misalignment of sensor 28 with respect to the center of magnet 550 and/or the axis of rotation of the rotating member and/or movement of sensor 28 into or out of the plane of the ring of magnet 550.
  • magnet 550 can be a Halbach magnet wherein the magnetic flux is better concentrated within the interior of the ring as is known to those of skill in the art.
  • suitable dipole magnets for use in the present invention can be formed in a variety of manners, providing at least one North-to- South pole transition and at least one South-to-North transition for each full rotation of a rotating member. If more than one North-to-South and South-to-North transition is provided by the particular structure employed, processor 24 can be programmed to correctly identify the angular position of the rotating member in view of the multiple transitions and/or other inputs from conventional sensors or other sensors 28. [0064] While it is presently preferred that system 20 employ sensors 28 such that no contact is required between sensor 28 and rotating member 40, it is contemplated that in some circumstances it can be desired or required to have sensors 28 directly or indirectly connected to a rotating member 40.
  • FIG 11 shows a sensor assembly 200 which can be attached, via a shaft 204, to a rotating member 40 whose angular position is to be measured.
  • Sensor assembly 200 includes a dipole magnet (not shown) which rotates with shaft 204 and a sensor, in the form of sensor 28, which is located adjacent the dipole magnet, as is discussed further below.
  • rotating member 40 is a camshaft which includes a keyway 208 in its end, the keyway being complementary in shape to the shape of shaft 204.
  • Sensor assembly 200 is mounted to timing cover 212 with shaft 204 engaging keyway 208 such that shaft 204 rotates with rotating member 40.
  • the complementary shapes of keyway 208 and shaft 204 are selected such that shaft 204 can only be received in keyway 208 in one orientation to index sensor assembly 200 to rotating member 40 (i.e. - sensor 28 in sensor assembly 200 indicates an angular position of zero degrees when rotating member 40 is in a selected position of interest) during assembly.
  • shaft 204 is slidably received in keyway 208 such that movement, such as float of a camshaft, toward or away from sensor assembly 200 can be accommodated.
  • assembly 200 allows for dipole magnet 36 and sensor 28 to be carefully positioned and aligned, when sensor assembly 200 is fabricated, to reduce errors in the output of sensor 28 which might otherwise be experienced.
  • Figures 12a and 12b show examples of two of the many other methods which can be used to physically connect sensor assembly 200 to a rotating member 40.
  • keyways 208a, 208b are formed in an intermediate member 216a, 216b which includes a threaded portion 220a, 220b which can be received in a threaded end bore 224a, 224b in rotating member 40.
  • Intermediate members 216a, 216b can be employed with a locking feature, such as a lock nut or epoxy, to provide an indexing function to fix the North to South/South to North transition of dipole magnet 36 with respect to the angular position of rotating member 40.
  • FIG. 13 shows a cross section of one embodiment of sensor assembly 200 physically connected to rotating member 40.
  • a dipole magnet 36 is mounted at one end of a magnet carrier 240 and shaft 204 extends from the opposite end.
  • Magnet carrier 240 is rotatably mounted via a suitable bearing 244, such as a roller bearing, within the housing 248 of sensor assembly 200.
  • Sensor 28 is mounted within housing 248 substantially co-axially aligned with the axis of rotation of dipole magnet 36 which rotates with magnet carrier 240, shaft 204 and rotating member 40.
  • a pressure equalization passage 252 can be provided in magnet carrier 240 to equalize pressures, such as oil pressure, on either side of bearing 244.
  • set screws or other adjusting means can be provided to set and fix the relative orientations of sensor 28 and dipole magnet 36 to reduce off-axis and/or other misalignment errors which may otherwise reduce the accuracy of the output of sensor 28.
  • sensor assembly 200 can be pre-assembled to ensure alignment of the axis of rotation of dipole magnet 36 with the axis of sensor 28 and pre- assembled sensor assembly 200 can then be quickly and easily installed as a step of an engine assembly process.
  • FIG 14 shows another embodiment of a sensor assembly 300 which can be pre-assembled and easily installed on a timing cover 212 or other part of an engine.
  • rotating member 40 has an intermediate member 216 which has a magnet 304 mounted to its face distal rotating member 40.
  • sensor assembly 300 includes a magnet carrier 240 which is rotatably mounted in sensor housing 248 via a bearing 244.
  • magnet carrier 240 includes a dipole magnet 36 on its face distal rotating member 40 and a sensor 28 is mounted to housing 248 opposite dipole magnet 36.
  • set screws or other adjusting means can be provided to set and fix the relative orientations of sensor 28 and dipole magnet 36 to reduce off-axis and/or other misalignment errors which may otherwise reduce the accuracy of the output of sensor 28.
  • magnet carrier 240 includes a magnet 308 on the face opposite dipole magnet 36 and magnets 308 and 304 form a magnetic linkage through timing over 212 such that magnet carrier 240 rotates with intermediate member 216 and rotating member 40.
  • magnets 304 and 308 can be any configuration of magnets suitable for establishing a magnetic linkage between intermediate member 216 and magnet carrier 240.
  • magnets 304 and 308 need not be dipole magnets.
  • timing cover 212, or other engine component surface to which sensor assembly 300 is mounted can include an aperture through which magnet carrier 240 can extend to achieve closer spacing between magnets 304 and 308.
  • sensor 28 should be correspondingly positioned such that it is substantially centered over the axis of rotation of rotating member 40 and such that the sensor plane is orthogonal to the axis of rotation. [0074] • As will be apparent to skill in the art, it is also possible to calibrate and correct, to some degree, for a misaligned or misplaced dipole magnet 36 and/or a misaligned or misplaced sensor 28 in processor unit 24. Specifically, in one embodiment, once dipole magnet 36 has been mounted to rotating member 36 and sensor 28 has been installed, the rotating member 40 can be rotated through one or more revolutions at a known rate (for example, in a step-wise manner) while sensor 28 provides an output to processor unit 24.
  • Processor unit 24 examines the measure signals from sensor 28 and compares the measured results to the results expected for the known movement of rotating member 40. Processor 24 can then derive any needed correction factors, such as a required offset or scaling factor, to improve the accuracy of the processing of signals from sensor 28. These determined scaling factors can then be stored in processor unit 24. A variety of other calibrating and correcting techniques will be apparent to those of skill in the art. [0075] While in the embodiments described above sensors 28 are shown as providing their output signals via a wiring harness, the present invention is not so limited and the output of sensors 28 can be provided to processor 24 via automotive data busses, wireless (RF) signals, via fiber optic cable, etc.
  • RF wireless
  • processor 24 is shown separate from sensor 28, it is contemplated by the present inventors that sensors 28 can be formed in integrated sensor units which include A/D converters, a suitable processor and outputs such that these integrated sensor units will directly output a signal representing the angular position of the rotating member they are measuring and/or a control signal to actuator 32.
  • sensors in the form of sensor 28 are absolute position sensors and will provide a angular position signal even if the rotating member they are sensing is not moving and/or they are first activated.
  • the prior art inductive pick up tooth sensing sensors and the like do not provide any indication of rotational speed or position unless the member they are sensing is moving and, further, as they are relative sensors, they cannot provide a meaningful signal until the member they are sensing has undergone some amount of rotation.
  • engine controller system 20 offers many advantages over prior art engine controllers. More accurate control of fuel injection, valve timing, ignition (for gasoline engines) and engine load determinations can be obtained with engine control system 20. Further, the simplicity and ease with which angular position sensors, in the form of sensor 28, can be employed simplifies the design and construction of engines employing engine controller system 20.
  • sensor 28 can be mounted outside a non-magnetic enclosure, adjacent the dipole magnet, and still operate, thus avoid the need for seals, gaskets, etc. between the rotating member and sensor 28.
  • engine controller system 20 can advantageously employ more angular position sensors 28, if desired.
  • an angular position sensor 28 can be used to determine the angular position of an accessory, such as an air conditioner compressor, fuel injector pump, or a super charger or turbocharger rotor, etc. and such positional information can be used by processor 24 to alter the operating conditions of the engine or accessory accordingly.
  • an turbo charger or supercharger compressor with adjustable pitch vanes can be advantageously operated by engine controller system 20 to optimize the rotor speed at specific engine RPMs to yield obtain improved and/or near-optimal efficiency.
  • processor 24 may not require angular position information for one or more rotating members of an engine at all times. In such a case, engine controller system 20 can multiplex the signals from some or all of angular position sensors 28 to reduce the computational capacity required at processor 24.
  • Many conventional sensing systems for rotation output a train of pulses which are processed to produce useful information, such as counting the number of pulses which occur within a specified time to determine an average rotational speed. It is contemplated that, if desired, processor 24 can also produce such pulse trains if required by a legacy device connected to processor 24.
  • processor 24 can have a lookup table which indicates, for each desired increment of rotation of member 40, the number of pulse which would be output by such a prior art system (e.g. - for each 1 degree, output six pulses) and processor 24 can create and output a pulse train having the desired number of pulses. Also, for prior art pulse-based speed signals, processor 24 can output a pulse train with the required number of pulses in the required time period. [0083] Processor 24 can further convert its absolute angular position information into pulse trains in useful and/or novel manners. For example, processor 24 can output different numbers of pulses for the same amount of rotation at different angular points to mimic the signal the rotation of a non-circular element, such as a cam lobe, on member 40 would produce.
  • a non-circular element such as a cam lobe
  • processor 40 can produce the pulse train only through a selected portion of the rotation of member 40 - mimicking the rotation of a truncated shape on member 40.
  • processor 24 can easily be provided by processor 24 as desired.
  • the present invention provides an engine controller system which employs angular position sensors operable to very accurately determine the position of rotating engine members. Information about the angular position of the engine members is used to alter operation of the engine for improved efficiency and/or reduced emissions from the engine.
  • the angular position of the crankshaft and camshafts can be determined by affixing a dipole magnet to each of them such that the magnet field of the magnet rotates with the rotating member and then placing a angular position sensor adjacent each rotating member to detect the rotation of each magnetic field.
  • the angular position of each end of at least one of the rotating members is determined to allow the processor to determine the torsional deflection of the member and the engine controller system is responsive to that determined deflection to further alter operation of the engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Measurement Of Length, Angles, Or The Like Using Electric Or Magnetic Means (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un système de commande de moteur utilisant des détecteurs à position angulaire pouvant fonctionner pour déterminer très précisément la position des éléments du moteur rotatifs. Des informations concernant la position angulaire des éléments du moteur sont utilisées pour modifier le fonctionnement du moteur, ce qui permet une efficacité améliorée et/ou une réduction des émissions provenant du moteur. La position angulaire du vilebrequin et des arbres à came peut être déterminée par apposition un aimant dipolaire à chacun d'eux, de sorte que le champ magnétique de l'aimant tourne avec l'élément rotatif, puis la mise en place du détecteur à position angulaire de manière adjacente à chaque élément rotatif permet de détecter la rotation de chaque champ magnétique. Dans un autre mode de réalisation, la position angulaire de chaque extrémité d'au moins un élément rotatif est déterminée pour permettre au processeur de déterminer la déviation de torsion de l'élément et le système de commande du moteur est sensible à cette déviation déterminée, ce qui permet de modifier le fonctionnement du moteur.
PCT/CA2005/001634 2004-10-25 2005-10-24 Detecteur de position angulaire fonde sur un systeme de commande du moteur WO2006045186A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112005002642T DE112005002642T5 (de) 2004-10-25 2005-10-24 Motorsteuersystem auf der Basis eines Drehpositionssensors

Applications Claiming Priority (12)

Application Number Priority Date Filing Date Title
US62176704P 2004-10-25 2004-10-25
US60/621,767 2004-10-25
US63175604P 2004-11-29 2004-11-29
US60/631,756 2004-11-29
US65272205P 2005-02-14 2005-02-14
US60/652,722 2005-02-14
US11/146,727 2005-06-07
US11/146,727 US7188021B2 (en) 2004-10-25 2005-06-07 Angular position sensor-based engine controller system
US69787905P 2005-07-08 2005-07-08
US60/697,879 2005-07-08
US71187205P 2005-08-26 2005-08-26
US60/711,872 2005-08-26

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WO2006045186A1 true WO2006045186A1 (fr) 2006-05-04

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PCT/CA2005/001628 WO2006045182A1 (fr) 2004-10-25 2005-10-24 Procede et systeme de demarrage ou de redemarrage d'un moteur a combustion interne via une combustion selective
PCT/CA2005/001634 WO2006045186A1 (fr) 2004-10-25 2005-10-24 Detecteur de position angulaire fonde sur un systeme de commande du moteur
PCT/CA2005/001627 WO2006045181A1 (fr) 2004-10-25 2005-10-24 Systeme et procede permettant de mesurer des vibrations torsionnelles dans un moteur et de gerer le fonctionnement de ce moteur pour diminuer ces vibrations
PCT/CA2005/001633 WO2006045185A1 (fr) 2004-10-25 2005-10-24 Systeme et procede de commande de vehicule
PCT/CA2005/001632 WO2006045184A1 (fr) 2004-10-25 2005-10-24 Systeme de commande de moteur et procede faisant intervenir un capteur de position angulaire haute vitesse

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PCT/CA2005/001628 WO2006045182A1 (fr) 2004-10-25 2005-10-24 Procede et systeme de demarrage ou de redemarrage d'un moteur a combustion interne via une combustion selective

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PCT/CA2005/001627 WO2006045181A1 (fr) 2004-10-25 2005-10-24 Systeme et procede permettant de mesurer des vibrations torsionnelles dans un moteur et de gerer le fonctionnement de ce moteur pour diminuer ces vibrations
PCT/CA2005/001633 WO2006045185A1 (fr) 2004-10-25 2005-10-24 Systeme et procede de commande de vehicule
PCT/CA2005/001632 WO2006045184A1 (fr) 2004-10-25 2005-10-24 Systeme de commande de moteur et procede faisant intervenir un capteur de position angulaire haute vitesse

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DE112005002643T5 (de) 2007-09-06
CA2629937A1 (fr) 2006-05-04
CA2629937C (fr) 2014-04-08
WO2006045184A1 (fr) 2006-05-04
WO2006045185A1 (fr) 2006-05-04
WO2006045182A1 (fr) 2006-05-04
DE112005002642T5 (de) 2007-09-06
WO2006045181A1 (fr) 2006-05-04

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