Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
  • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
  • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
  • B64D31/14—Transmitting means between initiating means and power plants
• • 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
  • F02D31/008—Electric control of rotation speed controlling fuel supply for idle speed control
• • 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
• • G—PHYSICS
  • G05—CONTROLLING; REGULATING
  • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
  • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
  • G05G1/04—Controlling members for hand actuation by pivoting movement, e.g. levers
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
  • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
  • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
  • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
  • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
  • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
  • F02D11/106—Detection of demand or actuation
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
  • F02D2200/602—Pedal position
• • 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
  • F02D41/406—Electrically controlling a diesel injection pump

Definitions

• the present invention relates to a device for positioning a control member of a fuel injection pump for piston aircraft engines. It is known to use a device for controlling the positioning of a control member of an injection pump for regulating the power of an aircraft engine. The position of the control member of the injection pump acts on the fuel flow that is delivered to the engine and thus influences the power of the engine.
• Such a control device comprises a control lever of the engine power (also called throttle) allowing the pilot to position the control member via mechanical control means or via electrical control means.
• a control lever of the engine power also called throttle
• control means are independent of one another.
• the pilot usually uses the electrical control means. In the event of failure of the electrical control means, the pilot then uses the mechanical control means to ensure the required minimum engine power.
• the mechanical control means are designed so as to regulate the power of the motor if it were to be compromised by the failure of one or more component (s) of the electrical control means or if the power supply necessary for the operation of the electrical control means was to fail.
• the mechanical control means allowing the pilot to control the power of the engine only with the aid of mechanical parts connecting the control lever to the control member of the injection pump.
• the electrical control means make it possible to lighten the load of the pilot thanks to the use of electrical and electronic components.
• These electrical control means are adapted to act on the organ of control of the injection pump according to the power demand of the pilot as well as parameters measured on the engine and / or the aircraft. More particularly, the electrical control means control the position of the control member of the injection pump with the aid of an electric actuator controlled by an electronic computer.
• the latter interprets the engine power instruction desired by the pilot through a potentiometric sensor placed at the throttle.
• the computer slaves this electric actuator to satisfy the engine power desired by the driver.
• This slaving is achieved by means of a non-contact linear sensor of inductive type measuring the position of the control member of the injection pump.
• the electric actuator is installed in a mechanical housing mounted on the injection pump and is therefore directly exposed to the vibratory environment thereof.
• the electrical control means comprise an electric actuator which is positioned in a mechanical housing integral with the injection pump. This assembly exposes the electric actuator to the vibratory environment of the injection pump which imposes regular maintenance actions on the electric actuator.
• the invention aims to provide a device for positioning a control member of an injection pump, in particular to achieve a satisfactory accuracy of the power achieved by an aircraft engine.
• the invention relates to a device for positioning a control member of an injection pump for a piston engine comprising: a lever for controlling the power of the motor,
• a mechanical housing comprising first mechanical means communicating with said control lever and said control member, said first mechanical means being adapted to position said control member in a specific position as a function of said power controlled by said control lever,
• said device also comprises position compensation means comprising:
• a position sensor of said control member for measuring the position of said control member
• an electronic calculator for calculating the difference in position between a position of said measured control lever and a position of said measured control member
• said actuator controlled by said electronic computer, said actuator comprising a control axis for compensating said calculated difference in position.
• the position of the control member corresponds precisely to the specific position controlled by said control lever and thus provides a motor power corresponding precisely to the engine power desired by the pilot.
• maximum engine power is defined as the maximum certified power profile of the engine in its flight range.
• Engine limitations are defined as all operating limits declared by the engine certification.
• the device for positioning a control member of an injection pump according to the invention may also have one or more of the characteristics below, considered individually or in any technically feasible combination.
• the compensation means comprise means for measuring the position of the control axis, said position of said control axis being used by the electronic computer to perform the compensation.
• the mechanical housing comprises second mechanical means communicating with the control axis of the electric actuator and the control member, said second mechanical means being adapted to transmit the compensation of the control axis. to the control member.
• the compensation means comprise a breaking box adapted to turn on or de-energize the electric actuator.
• the positioning device comprises a device for indicating the powering up or de-energizing of the electric actuator. In a particular non-limiting embodiment, the positioning device comprises a device for indicating coherence between the position of the control lever and a flight phase.
• the electronic calculator comprises an application software adapted to check the state:
• the mechanical housing comprises a return device adapted to position the control shaft in a so-called folding position when the electric actuator is de-energized.
• the second mechanical means comprise a desmodromic control system preventing the transmission of vibration from the mechanical housing to the electric actuator.
• control lever comprises a first control graduation of the first mechanical means and a second control graduation of the second mechanical means.
• FIG. 1 illustrates a non-limiting embodiment of a device for positioning a control member of an injection pump for a piston engine according to the invention
• FIG. 2 diagrammatically illustrates a non-limiting embodiment of a mechanical housing that comprises a positioning device conforming to that shown in FIG. 1;
• FIG. 3 schematically illustrates a non-limiting embodiment of a non-return system that comprises a positioning device conforming to that shown in FIG. 1;
• FIG. 4 schematically illustrates a non-limiting embodiment of a cam system that comprises a positioning device conforming to that shown in FIG. 1;
• FIG. 5 diagrammatically illustrates a non-limiting embodiment of a switchgear box and a device for indicating powering up or de-energizing which is provided with a positioning device conforming to that shown in FIG. 1,
• FIGS. 6A and 6B schematically illustrate a non-limiting embodiment of a return device that comprises a positioning device conforming to that shown in FIG.
• FIG. 7 schematically illustrates a non-limiting embodiment of a coherence indicating device of which a positioning device conforming to that shown in FIG. 1 is provided,
• FIG. 8 schematically illustrates a power control lever that comprises a positioning device according to that shown in Figure 1.
• FIG. 1 represents a non-limiting embodiment of a device 1 for positioning a control member 2 of an injection pump 3 for a piston engine according to the invention.
• the device 1 comprises in particular:
• a mechanical housing 5 having first mechanical means 6 communicating with the control lever 4 and the control member 2, the first mechanical means 6 being adapted to position the control member 2 in a specific position according to the controlled power by the control lever 4,
• the compensation means 7 comprise:
• an electric actuator comprising a control shaft 1 1 for controlling the control member 2, the actuator 10 being for example a servomotor,
• the electronic computer 13 realizes a position control of the control axis 11 of the actuator 10 using three position information:
• the mechanical housing 5 comprises second mechanical means 14 communicating with the control axis 1 1 of the electric actuator 10 and the control member 2, the second mechanical means 14 being adapted to transmit the compensation of the control shaft 1 1 to the control member 2.
• FIG. 2 schematically illustrates a nonlimiting example of the mechanical housing 5 comprising the first mechanical means 6 and the second mechanical means 14.
• first mechanical means 6 comprise in particular:
• a cam system 22 comprising in particular a control cam and a return cam (illustrated in FIG. 4), and
• the first mechanical means 6 alone allow the pilot to control the power of the engine only through mechanical components connecting the control lever 4 of the engine power to the control member 2 of the injection pump.
• the action of the pilot on the power control lever 4 causes a push-pull cable (not shown) connected to the lever-lever 16 of the mechanical housing 5.
• This lever-lever 16 causes the rotation of the eccentric-lever 17 around of the axis 18 of the lever-lever.
• the rotation of the eccentric-handle 17 around this axis 18 causes the tilting of the satellite carrier fork 19 around the axis 24 of the cam system 22.
• the tilting of the satellite carrier fork 19 then induces a rotation of the satellite 20 about the axis 24 of the cam system 22, the satellite then drives the sun gear 21 in rotation.
• the axis of the sun gear 25 is integral with the axis 24 of the cam system 22 so that the rotation of the axis 25 of the sun gear 21 causes the cams of the cam system 22 (shown later) to rotate in translation. control member 2 of the injection pump via the slide 23.
• the second mechanical means 14 comprise:
• a desmodromic control system comprising a first sheathed flexible cable 26 and a second sheathed flexible cable 27, a control pulley 28 and a pump pulley 29,
• control pulley 28 is fixed on the control shaft 1 1 of the electric actuator 10 and the pump pulley 29 is fixed on the axis of rotation of the arm 33.
• Each cable 26, 27 has a first end wound in a groove around the control pulley 28 and a second end wound in a groove around the pump pulley 29.
• the first cable 26 leads these pulleys 28 and 29 in a direction of rotation unlike the second cable 27 which drives them in the opposite direction.
• the cables are tensioned by the flexible sheaths, one of which is fixed to a frame connected to the electric actuator and the other is fixed to the mechanical housing.
• the desmodromic system makes it possible to position the electric actuator 10 in an isolated zone of the vibrations which are present at the mechanical housing 5 or present at the injection pump 3.
• the desmodromic system makes it possible to reduce the mechanical clearances between the output of the actuator 10 and the control member 2 of the injection pump 3 while avoiding vibrations present at the mechanical housing 5 or the injection pump. 3 to propagate to the electric actuator 10.
• the second mechanical means 14 communicate with the control shaft 11 of the electric actuator 10 and the actuator member. control 2.
• the link 32 rotates the satellite 20 around the satellite axis 34 which remains fixed.
• the rotation of the satellite 20 rotates the sun gear 21 about the axis 24 of the cam system 22.
• the sun gear 21 being mounted on the same axis of rotation as the axis 24 of the cam system 22, the rotation of the sun gear 21 causes the rotation of the cam system 22 which drives in translation the slide 23 fixed on the control member 2 of the injection pump.
• the second mechanical means 14 comprise a non-return system that avoids propagating the movement of the electric actuator 10 to the control lever 4. This feature ensures that the movements generated by the electric actuator 10 are transmitted only to the control member 2 of the injection pump and not to the control lever 4.
• this non-return system is produced by the combination of the satellite carrier fork 19 and the eccentric-lever 17.
• the electric actuator 10 drives the satellite 20 in rotation through the rod 32.
• the drive forces are transmitted to the satellite holder 19 by the satellite axis 34 thus creating on the fork 19 a torque ⁇ around the axis of the cam system 22 which is fixed.
• This torque ⁇ applies to the contact surface between the fork 19 and the planet gear lever 17, a force Ft composed of the normal force Fn support of the fork 19 on the eccentric 17 and a force friction or sliding Fg.
• an extremely low torque ⁇ is then transferred to the eccentric 17.
• the anti-return system allows a complete transmission of the movements of the lever-lever 16 in pivoting movements of the satellite carrier fork 19 around the axis 24 of the cam system.
• the cam system 22 comprises a control cam 35 and a return cam 36.
• the axis 24 of rotation of the cam system 22 is the same for the control cam 35 and the return cam 36.
• the axis of rotation 24 of the control cam 35 is perpendicular to the direction of translation of the control member. control 2.
• the outer profile 37 of the control cam 35 is held in contact against a flat surface 38 of the slide 23 secured to the control member 2.
• the shape of the external profile 37 of the control cam 35 in contact with the flat surface 38 of the slide 23 and the angle of rotation of the axis 24 define the displacement of the control member 2 of the injection pump.
• the position of the position sensor of the control member 9 is thus placed at the level of the axis of rotation 24 of the control cam 35.
• the electronic computer 13 can perform a calculation for estimating the linear position of the control member 2. This assembly reduces to the strict minimum possible the number of mechanical parts between the position sensor of the control member 9 and the control member 2 of the injection pump. Therefore, the position measurement of the controller 2 is accurate.
• Another advantage is to adjust, by the choice of the profile 37 of the control cam 35, the sensitivity of the power variation of the motor as a function of the variation of the position of the throttle lever 8.
• This control cam 35 is kept in contact with the flat surface 38 of the slide 23 by means of a play retraction system 39 operating on the return cam 36.
• the external profile 39 of the return cam 36 is complementary to the external profile. 37 of the control cam 35. While the control cam 35 can move the slide 23 in one direction, the return cam 36 can move the slide in the opposite direction.
• the backlash clearance between the slide 23 and the control cam 35 is achieved by the backlash system 39 and consists of a pusher 40 integral with the slide 23 and pressed against the return cam 36 by a compression spring 41 bearing on the slide 23.
• the spring 41 exerts a force F tending to maintain in contact the flat surface 38 with the control cam 35.
• the position of the control member 2 is determined by the angular position of the axis 24 of the cam system 22. This position can only be changed by the rotation of the satellite 20 which is engrained in the sun gear. 21 integral with the axis 24 of the cam system 22.
• the rotation of the satellite 20 is a combination of two rotations. A first rotation is that of the satellite 20 about its axis 34, it is caused by the electric actuator 10.
• a second rotation is that of the satellite 20 about the axis 24 of the cam system 22, it is caused by a pilot action on the control lever 4 power.
• the position of the control member 2 of the injection pump is a composition of the position of the throttle 4 controlled by the driver, and the electric actuator 10 controlled by the electronic computer 13.
• the measuring means 12 of the position of the control pin 11 may be formed for example by a sensor adapted to provide the angular position of the control shaft 1 1 of the electric actuator.
• the electric actuator 10 is itself able to provide the angular position of its control axis January 1 to the electronic computer 13.
• the electronic computer 13 includes an application software adapted to check the state:
• the sensors 8, 9 and / or measurement means 12 may be all or partly provided with a redundant measuring channel making it possible to detect the failure of a sensor 8, 9 or measuring means 12 by comparison of its different measurement channels,
• the coherence of the measurements carried out simultaneously on the two sensors 8 and 9 and the measurement means 12 can be tested taking into account the mechanical link existing between them, which makes it possible to detect the failure of at least one of the sensors 8, 9 or measuring means 12 among the three. This verification is performed in the application software installed in the electronic computer 13.
• the electric actuator 10 can be de-energized by a breaking box 42 that comprises the device 1.
• the device 1 comprises a breaking box 42 (illustrated in FIG. 5) adapted to turn on or de-energize the electric actuator 10.
• the switchgear box 42 switches off the electric actuator 10:
• the breaking box 42 is able to switch off the electric actuator 10 without the intervention of the pilot by means of one or more signals delivered to the breaking box 42 by the electronic computer 13. Different types of signals can be used to enable to the breaking box:
• signals of which one of the values represents a fault condition can be transmitted by the computer 13 to the breaking unit 42.
• the signals may be continuous and periodic signals whose variations in some of their characteristics expected by the breaking box 42 correspond to failure modes of the electronic computer 13.
• ML logic means implemented in the breaking box 42 ensure the full authority of the driver to disable the electric actuator 10 whatever the signals from the electronic computer 13. In addition, this logic may prohibit the pilot to activate the electric actuator 10 if a failure condition has been reported to the breakout box 42 or has been detected by the breakout box 42.
• the breaking box 42 is protected against the effects of lightning to preserve this function of de-energizing the electric actuator 10 in case of lightning strike of the aircraft comprising the device 1.
• the device 1 When the electric actuator 10 is de-energized, the device 1 operates only with the first mechanical means 6 and the pilot can not force the power-up of the electric actuator 10, when the compensation means 7 are detected as failing by the electronic computer 13. Indeed, the electronic computer 13 can cut the power supply of the actuator 10 directly.
• the device 1 may also comprise a device for indicating the powering up or de-energizing of the electric actuator 10. These may be formed by a light indicator controlled by the breaking box 42 indicating that the compensation means are faulty or that the driver himself has disabled them.
• this indication device 44 comprises two indicators:
• a first indicator 45 which is lit when the compensation means 7 are in good working order and which is off when the compensation means 7 are faulty
• - A second indicator 46 which is lit when the first mechanical means 6 are only active (only in the case where there is no general electrical failure on board the aircraft).
• Figure 6A illustrates the fallback position
• This return device 50 comprises two springs 51 located opposite one another. Each spring 51 keeps in contact a pusher 52 against one and the same cam 53 called actuator return cam.
• This actuator return cam 53 can be mounted on the axis of the arm 33. Therefore, outside the folded position (FIG. 6A), one of the two springs 51 is put in compression and delivers a force sufficient to bring the return cam 53 to balance in the folded position when the electric actuator 10 is no longer electrically powered and no longer transmits torque.
• This return movement of the return cam 53 is transmitted to the output axis of the electric actuator January 1 through the desmodromic control system by flexible cables.
• the device 1 may also include a coherence indicating device 60 between the position of the engine power control lever 4 and a flight phase (FIG. 7). To do this, the device 60 communicates with the electronic computer 13 and is able to alert the pilot on a positioning inconsistency of the control lever 4 with respect to the flight phase or to confirm to the pilot that the control lever 4 is properly positioned.
• This indication device 60 may be formed by indicator lights 61, 62 installed in the cockpit of the aircraft.
• the control lever 4 comprises two graduations, a first graduation 80 corresponding to the operation of the first mechanical means 6 alone, that is to say without the electronic actuator 1 0 and therefore without the second mechanical means 14. A second graduation 81 used when the electric actuator 1 0 is activated.
• the first graduation 80 comprises:
• a low abutment 83 ensuring a distinction of action between a request for variation of power of the motor and a request for motor stoppage
• An intermediate stop 84 corresponding to an idling of the engine during a flight phase of the aircraft. Its function is to ensure an idle speed without risk of extinction of the engine
• a high stop 85 whose position is sufficient to achieve the maximum power of the engine in all its operating range.
• the second graduation 81 comprises:
• a first idle stop 86 corresponding to the idle speed of the engine when the aircraft is on the ground
• a second idle stop 87 corresponding to a request for idling when the aircraft is in flight.
• a first full thrust 88 This position ensures that the engine limits are not exceeded, in particular in the event of deactivation of the compensation means.
• This stop 88 guaranteeing compliance with engine limitations is to be used for all flight phases other than critical phases,
• a second full-throttle stop 89 guaranteeing the delivery of a power at least equal to the maximum power of the engine, in particular in the event of unexpected deactivation of the compensation means 7.
• the second full-throttle stop 89 guaranteeing the maximum power of the engine is use for critical flight phases, ie for situations where the airplane has reduced safety margins related to its low speed or low altitude (ie take-off and low-level go-around).

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• General Physics & Mathematics (AREA)
• Automation & Control Theory (AREA)
• Physics & Mathematics (AREA)
• Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
• High-Pressure Fuel Injection Pump Control (AREA)
• Reciprocating Pumps (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=48170562

Family Applications (1)

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• 2012
  • 2012-11-27 FR FR1261305A patent/FR2998618B1/fr active Active
• 2013
  • 2013-11-26 CN CN201380061727.4A patent/CN104813007A/zh active Pending
  • 2013-11-26 US US14/647,707 patent/US20150300269A1/en not_active Abandoned
  • 2013-11-26 WO PCT/FR2013/052860 patent/WO2014083272A1/fr not_active Ceased
  • 2013-11-26 EP EP13803183.6A patent/EP2925986A1/de not_active Withdrawn
  • 2013-11-26 JP JP2015543505A patent/JP2015537151A/ja active Pending
  • 2013-11-26 BR BR112015012166A patent/BR112015012166A2/pt not_active IP Right Cessation
  • 2013-11-26 RU RU2015125488A patent/RU2015125488A/ru not_active Application Discontinuation
  • 2013-11-26 CA CA2892820A patent/CA2892820A1/fr not_active Abandoned

Non-Patent Citations (1)

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