WO2005045216A2 - Engine control system for reduced exhaust emissions - Google Patents
Engine control system for reduced exhaust emissions Download PDFInfo
- Publication number
- WO2005045216A2 WO2005045216A2 PCT/US2004/035904 US2004035904W WO2005045216A2 WO 2005045216 A2 WO2005045216 A2 WO 2005045216A2 US 2004035904 W US2004035904 W US 2004035904W WO 2005045216 A2 WO2005045216 A2 WO 2005045216A2
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- catalyst
- engine
- sensor
- variable
- air
- Prior art date
Links
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
- F01N3/28—Construction of catalytic reactors
- F01N3/2882—Catalytic reactors combined or associated with other devices, e.g. exhaust silencers or other exhaust purification devices
-
- 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
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
-
- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/228—Warning displays
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
-
- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
- F02D41/1441—Plural 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1452—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a COx content or concentration
-
- 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
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
-
- 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
- Y02T10/12—Improving ICE efficiencies
Definitions
- engine speed is held as constant as possible during use, even while generator and engine loads fluctuate.
- Some engine-generator sets are designed for installation on-board moving vehicles, either on land or in water.
- the method includes governing engine speed with respect to a constant speed, maintaining an air/fuel ratio of the engine, flowing exhaust from the engine through an exhaust system containing a catalyst, monitoring a first variable with a first sensor located downstream of the catalyst, and controlling the air/fuel ratio of the engine as a function of the variable.
- the first variable is oxygen and/or the first sensor is a wide-band oxygen sensor.
- the catalyst is configured to reduce carbon monoxide to between about 9 parts per million and between about 30 parts per million. In the most preferred embodiments, the catalyst is configured to reduce carbon monoxide to below about 9 parts per million.
- the catalyst includes a round ceramic substrate and a 3/0/1 ratio of platinum / palladium / rhodium, includes about 400-cells per inch of about 95- grams per cubic foot of a 3/0/1 ratio of platinum / palladium / rhodium, and has an overall volume from about 40 cubic inches to about 70 cubic inches.
- the engine is configured for marine applications and the exhaust system further comprises a water-jacketed manifold. In some cases, the engine is driving an electric generator.
- the generator is a multi-pole permanent magnet generator.
- the generator is configured to operate at variable speeds.
- the generator modulates between a high speed and a low speed having a ratio of 3 to 1.
- the generator modulates between a high speed and a low speed having a ratio of 2 to 1.
- the method includes monitoring a second variable downstream of the catalyst with an second sensor upstream of the catalyst and providing a warning to an operator when the second variable reaches a threshold level.
- the first variable is carbon monoxide or oxygen.
- the second sensor 23 is a MEMS device.
- air is delivered to manifold 16, through a controllable dump valve 20, from belt-driven air pump 22.
- a fixed speed, electric air pump may also be employed.
- Valve 20 is controlled by an electronic controller 24 to moderate the flow of air into manifold 16 as a function of the load placed on engine 12, such as by controllably dividing the output of the air pump between manifold 16 and exhaust elbow 18.
- Controller 24 varies a signal to valve 20 as a function of engine load, or as a function of a sensible parameter that changes with engine load.
- controller 24 senses an output voltage and/or current of generator 14, such as at generator output 26, and controls valve 20 accordingly.
- Controller 24 also senses engine speed, such as by receiving a signal from flywheel magnetic reluctance sensor 28, and controls engine inputs (such as fuel and/or air flow) to maintain engine speed at or near a desired set point, so as to maintain the frequency of generator 14.
- engine inputs such as fuel and/or air flow
- controller 24 varies the operating speed of pump 22a as a function of engine load. In such cases, the entire output of pump 22a is preferably ported directly to manifold 16.
- the catalyst 32 is configured to simultaneously reduce oxides of nitrogen, carbon monoxide and hydrocarbons.
- the catalyst 32 is configured to reduce carbon monoxides levels to below 50 part per million, preferably to below 35 parts per million, and most preferably to below ambient levels, i.e., 9 part per million.
- the catalyst 32 in an alternative embodiment can include a first catalyst 33 and second catalyst 36 contained within a second bore of the manifold, parallel to and offset from the first bore.
- the manifold can be equipped with a removable cover 44 through which the air is injected, enabling loading of both of the catalysts into their respective bores.
- the exhaust flow is combined with cooling water in elbow 18a.
- the exhaust is combined and directed through a first catalyst bed 32, through a space 34, and then through a second catalyst bed 36.
- the air is injected into the manifold in space 34, through air inlet 38.
- Cooling water flows around both catalyst beds, through appropriate channels cast into manifold 16a and elbow 18, and is then injected into the exhaust flow.
- the water injection outlets 40 in elbow 18 are preferably at least about six inches (15 centimeters) below the lowest edge of the catalysts or the upper edge of any internal elbow baffles 42 positioned to avoid salt water splash on the hot catalysts.
- manifold 16a and elbow 18 be cast of a corrosion-resistant material, such as an aluminum-magnesium alloy. It will be apparent from FIG. 2 that the connection between manifold 16a and elbow 18 can be readily positioned between the two catalyst beds, such that second catalyst 36 is carried within elbow 18.
- the construction of the catalyst 32 according to this embodiment can include a first catalyst bed 33 which preferably includes a catalyst such as one containing rhodium as the precious metal, selected to reduce hydrocarbon and NO x emissions.
- a catalyst bed 33 is in the form of a cylinder 3.0 inches (76 millimeters) in diameter and 2.6 inches (6.7 centimeters) long.
- the ceramic substrate has a cross-sectional area of about 7 square inches (45 square centimeters) and has about 400 cells per square inch (62 per square centimeter), and is washed with 6.1 grams per cubic foot (0.06 grams per cubic centimeter) of rhodium.
- a catalyst bed is available from ASEC/Delphi Exhaust and Engine Management of Flint, Michigan. Catalysis efficiency within first catalysis bed 33 may be accomplished by various methods known in the art, either in carbureted or fuel-injected systems with oxygen sensors, to remove as much of the overall emissions components as possible.
- the second catalyst bed 36 contains a catalyst selected to further reduce CO emissions.
- second catalyst bed 36 contains a three to one ratio of palladium and platinum, carried on a honey-combed substrate of ceramic or metal.
- the active precious metals are washed onto the substrate and then heated to set the metals onto the surface as known in the art.
- An example of a preferred second catalyst bed is a metal substrate in the form of a cylinder of 5.0 inch (12.7 centimeter) diameter and 6.3 inch (16 centimeter) length, with 19.6 square inches (126 square centimeters) of cross- sectional area, washed with 40 grams per cubic foot (0.4 grams per cubic centimeter) each of palladium and platinum.
- Such a catalyst is available from Miratech of Tulsa, Oklahoma, for example.
- Second catalyst 36 will tend to run hotter, such as perhaps about 400 degrees Fahrenheit (220 degrees Celsius) hotter than the rhodium catalyst.
- the temperature of the combined air and exhaust entering the second catalyst is about 1000 degrees Fahrenheit (540 degrees Celsius).
- the air flow controller can be configured to interpolate between adjacent entries in the load- air correlation table to provide finer control sensitivity.
- a table like that shown above can be used to determine an optimal air injection rate.
- monitoring the electrical output of the generator can provide a good estimate of engine load.
- Current can be monitored as a most direct measure of electrical load, such as by providing a current transformer about the output of the generator.
- voltage may alternately be monitored. In most cases, however, current monitoring is preferred for systems with proper generator voltage regulation.
- Other options include measuring engine output driveshaft torque (or some measurable parameter that varies predictably with torque), or measuring the pressure within the manifold, such as upstream of the catalyst beds, or exhaust backpressure below the catalysts and above a muffler or other exhaust restriction. Because the engine speed is substantially fixed in the primary embodiments, other parameters may also be found to vary predictably with engine load, such as throttle position and fuel flow rate, for example. As an alternative to controlling the air injection rate as a function of load, the air injection rate can be controlled as a function of other measured parameters that signify catalysis efficiency. For example, a CO sensor may be provided downstream of the catalyst as described above.
- an exhaust pressure sensor 62 can be placed in the manifold 16, to measure exhaust manifold pressure, or downstream of the catalyst 32 to measure exhaust backpressure developed upstream of a muffler or other exhaust restriction (not shown). If the air pump delivering air to inlet 38 is not a fixed displacement pump, changes in exhaust backpressure with engine load can cause a significant fluctuation in the injected air rate. This fluctuation will tend to work against the desired variation of air flow rate with engine load, as backpressure, which rises with engine load, will cause a reduction in air injection rate that should be accounted for in the control of the pump or valve.
- Process 200 energizes a run relay (210) for starting the engine 12 and runs a delay (215) to allow the stepper motor to fully initialize and to avoid inadvertent engine starts by an operator.
- Processes 200 energizes (220) an engine fuel pump and runs a second delay (225) to permit the fuel pump to establish the requisite pressure and energizes (230) a relay for an engine starting motor and begins (235) an engine start sequence.
- Process 200 initializes (240) and returns the stepper motor to a default home position.
- Process 200 runs one or more the three subroutines 400, 500 and 600, as discussed below in reference to FIGS. 9 to 11, respectively.
- Process 200 updates (243) the engine state machine to check all engine sensors, such as engine temperature sensors, the narrow-band and wide-band oxygen sensors, and oil pressure sensors, for example.
- process 200 reads (310) the WB02 sensor, calculates (315) the STT due to the wide band and calculates (320) the closed loop injector pulse width (PW).
- Process 200 loads (325) the timer (of the microprocessor) with the closed loop PW (the amount of fuel added or subtracted to the base pulse-width value as determined by the STT) to update the fuel table.
- Process 200 resets (330) the EFI update flag, by checking that the injector is not outside its operating range or duty cycle and energizes (335) a de-icing heater.
- the de-icing heater can be a resistance or induction heater, such as a Calrod-type element heater, for example.
- the outputs from both the NB02 (located in one example, upstream or before the catalyst 32) and the WB02 (located in one example, downstream or after the catalyst 32) provide data to controller 24 for trim adjustment or derivation from the set-point of the air/fuel ratio.
- process 200 energizes (335) the de-icing heater.
- Process 200 checks (340) checks the engine state and if not running returns to the updating (243) the engine state. If the engine state is running when process 200 checks (340), process 200 updates (345) the PID control on the heater to maintain an operating range on the WB02.
- Process 200 updates (350) the PI control on the STT for the WBO2 and returns to updating (243) the engine state machine.
- Subroutine 400 stores and timestamps (435) multiple RPM calculations, three in one example, and calculates the average, ends (440) and updates the PID control. If subroutine 400 checks (415) and the measured speed is not greater than a flywheel teeth per speed calculation, the subroutine 400 ends (440).
- subroutine 600 calculates injector timing by checking (605) the fuel injector interrupt, i.e., whether the fuel injector is operating within the normal operating range and checks (605) the timer state, i.e., whether the fuel injector is firing properly. If the timer state check is operating properly, subroutine 600 pulses (615) the injector, sets (620) the EFI update to "true,” i.e., calculates the pulse width of the injector and sets it to a standard default position.
- Subroutine 600 reconfigures (625) the timer to interrupt at the proper crank offset angle time, i.e., checks the set-point of the crank angle offset.
- crank offset angle refers to the delay in degrees from the spark event to pulsing the injector.
- Subroutine 600 sets (630) the timer state to "delay” by setting the injector timing and ends (635). If the time state check (605) is not equal to "inject,” subroutine 600 sets (640) the time state to "inject” and ends (635).
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CA2543780A CA2543780C (en) | 2003-10-27 | 2004-10-27 | Engine control system for reduced exhaust emissions |
AU2004288200A AU2004288200A1 (en) | 2003-10-27 | 2004-10-27 | Engine control system for reduced exhaust emissions |
EP04796701A EP1697620A4 (en) | 2003-10-27 | 2004-10-27 | Engine control system for reduced exhaust emissions |
JP2006538278A JP2007510094A (en) | 2003-10-27 | 2004-10-27 | Engine control system for exhaust emission reduction |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US51516603P | 2003-10-27 | 2003-10-27 | |
US60/515,166 | 2003-10-27 |
Publications (2)
Publication Number | Publication Date |
---|---|
WO2005045216A2 true WO2005045216A2 (en) | 2005-05-19 |
WO2005045216A3 WO2005045216A3 (en) | 2005-10-13 |
Family
ID=34572813
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/US2004/035904 WO2005045216A2 (en) | 2003-10-27 | 2004-10-27 | Engine control system for reduced exhaust emissions |
Country Status (6)
Country | Link |
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US (4) | US7832196B2 (en) |
EP (1) | EP1697620A4 (en) |
JP (1) | JP2007510094A (en) |
AU (1) | AU2004288200A1 (en) |
CA (1) | CA2543780C (en) |
WO (1) | WO2005045216A2 (en) |
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US7628663B2 (en) * | 2007-08-14 | 2009-12-08 | Pleasurecraft Marine Engine Co. | Marine engine exhaust system with cooling arrangement |
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US8839611B2 (en) | 2010-05-05 | 2014-09-23 | Cummins Power Generation Ip, Inc | Exhaust injection muffler |
US8403717B1 (en) * | 2010-08-24 | 2013-03-26 | Brunswick Corporation | Exhaust system for a marine vessel |
US9328641B2 (en) | 2012-09-21 | 2016-05-03 | Kohler Co. | Power management system that includes a wet exhaust system |
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2004
- 2004-10-27 JP JP2006538278A patent/JP2007510094A/en active Pending
- 2004-10-27 CA CA2543780A patent/CA2543780C/en active Active
- 2004-10-27 US US10/974,380 patent/US7832196B2/en active Active
- 2004-10-27 EP EP04796701A patent/EP1697620A4/en not_active Withdrawn
- 2004-10-27 WO PCT/US2004/035904 patent/WO2005045216A2/en active Application Filing
- 2004-10-27 AU AU2004288200A patent/AU2004288200A1/en not_active Abandoned
-
2007
- 2007-01-18 US US11/624,577 patent/US9157355B2/en active Active
- 2007-01-18 US US11/624,536 patent/US7314044B2/en active Active
-
2015
- 2015-10-01 US US14/873,002 patent/US20160024986A1/en not_active Abandoned
Non-Patent Citations (1)
Title |
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See references of EP1697620A4 * |
Also Published As
Publication number | Publication date |
---|---|
CA2543780C (en) | 2010-04-27 |
CA2543780A1 (en) | 2005-05-19 |
US20070130914A1 (en) | 2007-06-14 |
US20070113543A1 (en) | 2007-05-24 |
EP1697620A4 (en) | 2008-11-12 |
US9157355B2 (en) | 2015-10-13 |
WO2005045216A3 (en) | 2005-10-13 |
US7832196B2 (en) | 2010-11-16 |
JP2007510094A (en) | 2007-04-19 |
US20160024986A1 (en) | 2016-01-28 |
EP1697620A2 (en) | 2006-09-06 |
US7314044B2 (en) | 2008-01-01 |
AU2004288200A1 (en) | 2005-05-19 |
US20050120705A1 (en) | 2005-06-09 |
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