EP3816009A1 - Système hydromécanique de commande de jeu de roue pour un véhicule ferroviaire - Google Patents

Système hydromécanique de commande de jeu de roue pour un véhicule ferroviaire Download PDF

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Publication number
EP3816009A1
EP3816009A1 EP20204949.0A EP20204949A EP3816009A1 EP 3816009 A1 EP3816009 A1 EP 3816009A1 EP 20204949 A EP20204949 A EP 20204949A EP 3816009 A1 EP3816009 A1 EP 3816009A1
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EP
European Patent Office
Prior art keywords
wheelset
trailing
leading
control system
valve
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP20204949.0A
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German (de)
English (en)
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EP3816009B1 (fr
Inventor
Richard Schneider
Ivo Kovacic
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Liebherr Transportation Systems GmbH and Co KG
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Liebherr Transportation Systems GmbH and Co KG
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Publication of EP3816009A1 publication Critical patent/EP3816009A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/46—Adjustment controlled by a sliding axle under the same vehicle underframe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels

Definitions

  • the present invention relates to a hydromechanical wheel set control system for a rail vehicle.
  • the wheel sets In order to achieve sustainable benefits with a wheel set control of a rail vehicle, the wheel sets must be able to be actively brought into a so-called radial position according to the curve radius of the track, regardless of the curve radius and the contact geometry between wheel and rail. In the perfectly radially aligned position, the axis of the wheelset shaft runs to the center of the curve formed by the tracks. In order to achieve this in the case of wheel sets of a running gear arranged one behind the other, the wheel sets in the running gear must be movably arranged.
  • Active systems deliver the best results regardless of the wheel-rail conditions and the arc radii traveled over, but are significantly more expensive to implement. Most known active systems also react relatively slowly, so that they cannot develop their effect properly, especially when crossing a switch. Furthermore, practically all known, active systems are not suitable for use in two-axle vehicles.
  • the aim of the present invention is therefore to provide a hydromechanical wheel set control system which is significantly cheaper than a comparable active system, can react more quickly and is therefore also suitable for switching points and is suitable for two-axle rail vehicles.
  • the hydromechanical wheel set control system for a rail vehicle comprises a leading set of wheels and a trailing set of wheels which is arranged in a direction of travel behind the leading set of wheels, the leading set of wheels being designed to vary its position in an arc of a pair of rails interacting with it and / or the trailing wheelset has the property of occupying a favorable position in an arc of a chassis frame and pair of rails that interact with it.
  • the system is characterized in that a wheelset control connected to the leading wheelset and the trailing wheelset is provided, which is designed to hydraulically deflect the leading wheelset depending on a deflection of the trailing wheelset, but preferably by the same amount as the trailing wheelset opposite direction.
  • the control makes use of the fact that the trailing wheelset is typically guided elastically and with low rigidity in a chassis, so that irrespective of the wheel-rail conditions, this is always practically radial or super-radial in the track.
  • the control system according to the invention is therefore ideally suited for rail vehicles with lower speeds, two-axle vehicles and generally for rail vehicles in which, for economic reasons, lower investment costs are required and an active wheel set control is ruled out.
  • the position of the trailing wheelset is transferred in the opposite direction to the leading wheelset via a hydraulic control, so that the latter also assumes at least one radial or even super-radial position in the track.
  • the energy for controlling the leading wheelset is supplied by the hydraulics and does not have to be taken over by the frictional energy of the trailing wheelset.
  • a further development of the invention provides that the trailing wheelset is guided freely or elastically with a certain rigidity in its associated chassis in order to assume a desired radial and / or super-radial position in an arc of a pair of rails under all wheel-rail conditions.
  • the setting can be reduced accordingly by increasing the parallel, parasitic stiffness (e.g. primary suspension, additional spring, etc.) or by adding additional stiffness in the hydraulic system.
  • parasitic stiffness e.g. primary suspension, additional spring, etc.
  • leading wheelset and the trailing wheelset are arranged in a common chassis frame and the position of the leading and trailing wheelset in an arc of a cooperating with the respective wheelset Rail pair is defined by a longitudinal movement between a chassis frame and a respective wheel set bearing.
  • a wheel set comprises two wheels that are connected to one another via a common axle. It is provided that each of the two wheels of a wheel set rolls on one rail of a pair of rails, so that the pair of rails is in contact with one wheel of a wheel set.
  • a pump is also preferably provided to provide the energy for the hydraulic deflection of the leading wheelset, the pump being flanged to one end of a wheelset shaft of the leading wheelset or the trailing wheelset and being coupled to this wheelset shaft on the drive side.
  • the pump power required to deflect the leading wheel set is achieved in a skilful manner without the need for electrical cabling directly on the wheel set shaft, so that complicated cabling work can be dispensed with.
  • a conventional gear pump or axial piston pump which is coupled directly to the wheelset shaft on the drive side, can be used as the pump.
  • the invention also encompasses the fact that the pump is electrically driven in order to provide the required hydraulic pressure.
  • the pump can be integrated into a valve block or a hydraulic power unit.
  • the 4/3-way valves are designed with spring-loaded valve tappets, so that the maximum flow rate can be achieved even with small control movements.
  • all valves present in the chassis are integrated in a central valve block as a unit.
  • the control valve is thus actuated on the basis of a position of the trailing wheelset on the track or in relation to the chassis frame and ensures an equal but opposite deflection of the leading wheelset.
  • the deflection of the wheel sets is transmitted electrically and the valve position required therefrom takes place via corresponding solenoid valves.
  • the mechanical actuation of the control valve of the respectively leading wheel set for moving it into a deflected position takes place via a push-pull cable.
  • the valve By mounting the valve on the wheel set itself, it automatically moves into a blocking position when the specified turning angle is reached.
  • valves are arranged on the chassis frame, the valve is moved into a blocking position via a second push-pull cable.
  • valves can also be carried out by means of two pure pull cables that act in opposite directions instead of push-pull cables.
  • the wheel sets can be controlled via the turning angle of the chassis by attaching the push-pull cables between the car body and chassis frame, whereby a corresponding reduction of the stroke and a separation of the turning and longitudinal movement can be provided.
  • the valve is moved into a deflected position by changing the position of the trailing wheelset on the track. This is the case, for example, when entering a track curve, since the trailing wheel set now adapts to the track curve due to its elastic guidance.
  • This adaptation of the trailing wheelset leads to a change in the switching position of the control valve from a blocking position to a deflection position in which the leading wheelset is hydraulically deflected in the opposite direction as the trailing wheelset. If the leading wheelset reaches the same amount of deflection as the trailing wheelset, the valve is put into its blocking position.
  • the switching positions of the valve can be changed using a push-pull cable, which actuates the valve as a function of an unscrewing angle of the trailing wheelset with respect to the chassis frame on the respective wheelset.
  • the invention also encompasses the fact that the shift positions can be changed electromechanically or electromagnetically as a function of a detected position of a respective wheel set in the chassis.
  • the mechanical actuation of the control valves takes place by means of push-pull cables, which are arranged between the chassis frame and the car body, whereby the turning angle of the chassis frame compared to the car body is used as a control variable.
  • the invention also encompasses the idea that the travel direction valve is adjusted, preferably electrically, on the basis of travel direction information that is not obtained by the pump. This information can also come from a train control system or a similar system and lead to a corresponding switching of the valve.
  • one control line can also suffice, with spring actuation of the valve in the basic position being provided.
  • This configuration is advantageous when the rail vehicle changes its direction of travel.
  • the switching position of the travel direction valve is then automatically changed, so that the previously leading wheelset now functions as a trailing wheelset and vice versa.
  • the switch position is changed based on the pressure difference between the suction and pressure sides.
  • the travel direction valve ensures an elastic suspension of the trailing wheelset, for example by short-circuiting the two chambers of an actuating cylinder of a wheelset via a throttle, so that the trailing wheelset is self-contained can adapt to an arc of a pair of rails.
  • the wheel set control is provided with a dead stroke in order to avoid undesirable control effects at higher speeds in the straight lines and large arcs.
  • deflections of the trailing wheelset which roughly correspond to the setting of a journey through an arc with a radius of around 1000 m, do not lead to a control of the leading wheelset.
  • both the trailing wheelset and the leading wheelset can each be deflected via at least one actuating cylinder, the two chambers of the respective actuating cylinder being connected via a small throttle so that the associated wheelset moves independently in the straight line can move into the middle position and thus tolerances can be compensated, preferably with the diameter of the throttle plate in the leading wheelset and the trailing wheelset are designed differently, preferably such that the leading wheelset has a higher damping than the trailing wheelset, so the throttle has a lower Has opening.
  • the throttle screen can be designed in such a way that no unstable conditions can occur and, nevertheless, practically unhindered movement takes place when traveling in curves and switches.
  • the chambers of the actuating cylinder of the trailing wheel set are short-circuited via the travel direction valve, which has an integrated throttle screen.
  • the integrated throttle screen can have an opening that is larger than the throttle that is firmly connected to the two chambers of an actuating cylinder.
  • the travel direction valves reveal their assumed position by different colors of the respective valve tappet or a valve pin, which can preferably also be seen from the outside through a sight glass. This enables visual control of the position of the Travel direction valve. Should one of these valves be blocked, different positions would be recognizable in both valves.
  • an indicator pin is also conceivable, which is raised or lowered via the valve stem.
  • control principle can be simulated in a computing unit via an electronic control of the actuators, so that unexpected and unfavorable control can be recognized.
  • two actuating cylinders can be present for each wheel set, which act on different sides of the wheel set in the width direction perpendicular to the direction of travel.
  • the wheelset control is designed to adapt the parallel, parasitic stiffnesses (e.g. primary suspension, additional spring, etc.) to reduce possible over-radial or only limited control of the wheelsets under track conditions with unfavorable contact geometry or special wear conditions. This can also be generated via additional rigidity in the hydraulic system itself.
  • the parallel, parasitic stiffnesses e.g. primary suspension, additional spring, etc.
  • the invention also includes a running gear of a rail vehicle with a hydromechanical wheel set control system according to one of the variants presented above.
  • the invention further comprises a rail vehicle with a chassis as introduced above.
  • Fig. 1 shows the basic principle according to the invention on the basis of a greatly simplified schematic representation.
  • the hydromechanical wheelset control system 1 has a leading wheelset 2 and a trailing wheelset 3 (not explicitly shown), the position of which in the track can be changed by an actuating cylinder 12 associated with the wheelset 2, 3. It can be seen that the two actuating cylinders 12 are deflected relatively strongly in opposite directions, which speaks for a track curve with a relatively small radius. A change in the actuating cylinder 12 always leads to a change in the associated wheel set 2, 3.
  • the idea of the invention is now to hydraulically adapt the leading wheelset 2 on the basis of an automatically occurring deflection of the trailing wheelset 3.
  • the two chambers of the actuating cylinder 12 belonging to the trailing wheelset are short-circuited via a throttle 16. It is therefore possible that the trailing wheelset adjusts due to an external force in the track, so that in the case of a track curve the trailing wheelset, which was previously straight, assumes a desired radial position or even an over-radial position.
  • This control valve which is in the Fig. 1 is implemented by a 4/3 valve, assumes its central position when both actuating cylinders are deflected in the same amount but in opposite directions.
  • the first push-pull cable causes the high-pressure side of the hydraulic pump 6 to be connected to the right chamber of the leading actuating cylinder, which changes the position of the leading wheel set. If the actuating cylinder is on the opposite side of the chassis, the high-pressure side of the hydraulic pump 6 is logically connected to the left chamber of the leading actuating cylinder.
  • the leading actuating cylinder 12 can also carry out minor corrections in the middle position of the control valve 8, the two chambers can of the actuating cylinder 12 via a throttle 15 (in Fig. 1 not shown), which allows a much smaller flow than the throttle 16.
  • Fig. 2 now shows a hydraulic scheme of the hydromechanical wheel set control 1, which in its basic idea corresponds to the scheme of Fig. 1 corresponds to, for a structure independent of the direction of travel, each actuating cylinder 12 has a control valve and a direction of travel valve.
  • Fig. 2 The representation of the Fig. 2 applies to a chassis 5 with one actuating cylinder 12 for each wheel set 2, 3.
  • the function essentially corresponds to that already Fig. 1 explained procedure.
  • a push-pull cable 10 is attached to the wheelset guide, which transmits the longitudinal movement between the chassis frame 5 and the wheelset bearing to the control valve 8, here a 4/3-way valve on the leading wheelset 2.
  • the control valve 8 When the control valve 8 is actuated, the actuating cylinder 12 of the leading gear set 2 is pressurized so that it moves in the opposite direction to the trailing gear set 3 until it reaches the same setting as that of the trailing gear set 2. Then the control valve 8 automatically returned to its central position, in which the cylinder 8 is practically blocked hydraulically and the pressure and return lines from the pump 6 are short-circuited so that the pump 6 no longer has to generate pressure and generates almost no power loss.
  • the energy or the pressure for the setting is generated by a pump 6, which can be a gear pump, which is flanged to the end of the wheelset shaft and is driven by the rotary movement of the wheelset 2, 3.
  • the volume flow is then rectified via four check valves 19, depending on the direction of travel, and passed on to the valves 8, 11 of the cylinders 12.
  • a pressure relief valve 26 and a hydraulic accumulator 21 complete the pressure supply.
  • a hydraulic accumulator 21 which is operated in return and at low pressure, a closed system is created and practically no reactive power is generated when idling.
  • the check valves 19 and the hydraulic accumulator 21 can be integrated directly on the pump 6 or also in one of the optionally available valve blocks 23. Alternatively, an open system without a pressure accumulator, but with a simple oil sump, is also conceivable.
  • an additional pressure accumulator can be installed on the pressure side for a short-term increase in output, so that narrow track curves that occur suddenly, as typically occur in turnouts, due to an additionally accelerated actuation, which is possible due to the additional pressure accumulator, when the advantages are used the invention can be run through.
  • the chambers of the actuating cylinder 12 of the trailing wheelset 3 are short-circuited via a throttle screen 16 so that the following wheelset 3 is practically free and without delay, but damped, its radial or over-radial position in the track.
  • the trailing wheelset 3 is decoupled from the pressure and suction side (or tank side) via the travel direction valve 11.
  • the chambers of the actuating cylinder 12 on the leading gear set 2 are released by the travel direction valve 11 to the control valve 8, which enables control via the control valve 8 connected to the leading gear set 2.
  • the direction of travel valves 11 are, for example.
  • the wheelset control 4 can also have a dead stroke, so that at higher speeds and in large curves of the track there is no dynamic control of the leading actuating cylinder 12 that would negatively affect the driving behavior of the vehicle.
  • This dead stroke is realized by a positive overlap of the valves 8.
  • the two chambers of each actuating cylinder 12 are connected to one another via a small orifice plate 15, so that a very high level of damping of the movement is produced. This enables the wheelset 2, 3 to align itself independently in the middle position in the straight line and thus to compensate for tolerances and errors in the settings.
  • a valve block 23, consisting of a control valve 8 and a travel direction valve 11, is preferably attached to a wheel set guide (e.g. swing arm, wheel set bearing housing, axle guide, etc.) and connected to the opposite wheel set guide via two push-pull cables 9, 10 .
  • the cables 9, 10 are each alternately attached to the valve body and to the valve actuating rod.
  • the two cables 9, 10 can be combined with the three or four hydraulic lines 17, 18 (pressure, return and control line (s)) in a protective hose 22 or protective tube and laid accordingly in the bogie.
  • a control system 4 consisting of two valve blocks 23, two push-pull cables 9, 10, the three or four hydraulic lines 17, 18 and the pump 6 can be pre-assembled in this form during manufacture, so that during assembly on the chassis 5 costly adjustment work is no longer required. System 4 is therefore easy to assemble and maintain.
  • the pump 6 and the hydraulic lines 18 extending from it are usually dimensioned in such a way that high lifting speeds are achieved in order to achieve full deflection even before the critical points, such as the heart of the switch, when traveling through switches.
  • the cross-sectional openings of the valves 8 have a progressive shape so that the positioning accuracy is improved in the case of small openings.
  • Fig. 3 further shows that the pump 6 can preferably be attached directly to the end of the wheelset shaft. This means that no additional space is required within the chassis 5, since in most cases it is very tight anyway.
  • the check valves 19 and the hydraulic accumulator 21 are preferably integrated directly in the valve block 23.
  • the trailing wheel set 3 as a control or regulating variable, a reaction time that is approx. 6 - 8 times faster than with classic sheet detection systems - such as via the turning angle of the chassis or sheet detection sensors (gyroscopes, accelerations, etc.) - can be achieved, so that the control according to the invention can provide the required high performance even when moving points.
  • the power or the delivery volume of the pump 6 can be dimensioned in such a way that the actuating speed at 40 km / h is sufficient to reach the entire stroke before reaching the heart of a switch.
  • a status display in the form of pressure monitoring can be provided, which either generates a display purely mechanically, or takes place electrically via an LED display.
  • the power supply for this monitoring takes place, for example, via a capacitor which is charged by the system itself by converting pressure changes into voltage.
  • a sight glass can be mounted on the valve block, which allows the visual control of the position of the direction of travel valve 11 for changing the direction of travel. Should one of these valves be blocked, different positions would be recognizable in both valves.
  • an indicator pin is also conceivable, which is raised or lowered via the valve stem.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
EP20204949.0A 2019-10-31 2020-10-30 Châssis de véhicule ferroviaire comprenant un système hydromécanique de commande de jeu de roue Active EP3816009B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102019129457.6A DE102019129457A1 (de) 2019-10-31 2019-10-31 Hydromechanisches Radsatzsteuerungssystem für ein Schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP3816009A1 true EP3816009A1 (fr) 2021-05-05
EP3816009B1 EP3816009B1 (fr) 2023-04-19

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EP20204949.0A Active EP3816009B1 (fr) 2019-10-31 2020-10-30 Châssis de véhicule ferroviaire comprenant un système hydromécanique de commande de jeu de roue

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US (1) US11708097B2 (fr)
EP (1) EP3816009B1 (fr)
CN (1) CN112744250B (fr)
DE (1) DE102019129457A1 (fr)
ES (1) ES2949833T3 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022103096A1 (de) * 2022-02-10 2023-08-10 Liebherr-Transportation Systems Gmbh & Co Kg Schienenfahrzeugfahrwerk mit einer Vorrichtung zum Steuern einer Radachse
CN114802333B (zh) * 2022-05-09 2024-01-19 浙江名创光电科技有限公司 一种输送车的轮组结构及具有该轮组结构的输送车

Citations (6)

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Publication number Priority date Publication date Assignee Title
WO1995016597A1 (fr) * 1993-12-16 1995-06-22 Abb Daimler-Benz Transportation (Deutschland) Gmbh Systeme de transmission de mouvements et de forces entre des composants, notamment des composants de vehicules sur rails
US20110315044A1 (en) * 2009-02-20 2011-12-29 Mitsubishi Heavy Industries, Ltd. Guideway type vehicle
US20130312634A1 (en) * 2010-11-01 2013-11-28 Rsd- A Division Of Dcd-Dorbyl (Pty) Limited Self-steering railway bogie
EP2762377A1 (fr) * 2013-01-30 2014-08-06 Bombardier Transportation GmbH Châssis avec roue commandée
DE102013103827A1 (de) * 2013-04-16 2014-10-16 Bombardier Transportation Gmbh Fahrwerk mit quergekoppelten Radeinheiten
EP3356198A1 (fr) * 2015-09-28 2018-08-08 Bombardier Transportation GmbH Organe de roulement pourvu d'un système de direction d'ensembles de roues hydraulique passif

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Publication number Priority date Publication date Assignee Title
DE3331559A1 (de) * 1983-09-01 1985-03-28 Thyssen Industrie Ag, 4300 Essen Achssteuerung fuer schienenfahrzeuge
AT407140B (de) * 1993-11-26 2000-12-27 Integral Verkehrstechnik Ag Einrichtung zur steuerung eines rades, insbesondere eines radsatzes eines schienenfahrzeuges
JP5010628B2 (ja) * 2009-02-20 2012-08-29 三菱重工業株式会社 低床式車両
EP2371656A1 (fr) * 2010-03-29 2011-10-05 Siemens AG Österreich Véhicule sur rails doté d'une géométrie d'essieu variable
JP5724711B2 (ja) * 2011-07-21 2015-05-27 新日鐵住金株式会社 鉄道車両用操舵台車
CN206446599U (zh) * 2017-01-17 2017-08-29 江苏师范大学 一种带有液压保护的动车组转向架

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995016597A1 (fr) * 1993-12-16 1995-06-22 Abb Daimler-Benz Transportation (Deutschland) Gmbh Systeme de transmission de mouvements et de forces entre des composants, notamment des composants de vehicules sur rails
US20110315044A1 (en) * 2009-02-20 2011-12-29 Mitsubishi Heavy Industries, Ltd. Guideway type vehicle
US20130312634A1 (en) * 2010-11-01 2013-11-28 Rsd- A Division Of Dcd-Dorbyl (Pty) Limited Self-steering railway bogie
EP2762377A1 (fr) * 2013-01-30 2014-08-06 Bombardier Transportation GmbH Châssis avec roue commandée
DE102013103827A1 (de) * 2013-04-16 2014-10-16 Bombardier Transportation Gmbh Fahrwerk mit quergekoppelten Radeinheiten
EP3356198A1 (fr) * 2015-09-28 2018-08-08 Bombardier Transportation GmbH Organe de roulement pourvu d'un système de direction d'ensembles de roues hydraulique passif

Also Published As

Publication number Publication date
CN112744250B (zh) 2025-11-14
EP3816009B1 (fr) 2023-04-19
US20210139057A1 (en) 2021-05-13
DE102019129457A1 (de) 2021-05-06
CN112744250A (zh) 2021-05-04
ES2949833T3 (es) 2023-10-03
US11708097B2 (en) 2023-07-25

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