CN103010227A - Locomotive anti-slip sliding method based on slip rate control - Google Patents
Locomotive anti-slip sliding method based on slip rate control Download PDFInfo
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- CN103010227A CN103010227A CN2012105391040A CN201210539104A CN103010227A CN 103010227 A CN103010227 A CN 103010227A CN 2012105391040 A CN2012105391040 A CN 2012105391040A CN 201210539104 A CN201210539104 A CN 201210539104A CN 103010227 A CN103010227 A CN 103010227A
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- locomotive
- traction
- slip rate
- vbfdb
- slip
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1706—Braking or traction control means specially adapted for particular types of vehicles for single-track vehicles, e.g. motorcycles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
Abstract
The invention discloses a locomotive anti-slip sliding method based on slip rate control. The method comprises the following steps of: generating a traction force (or brake force) control value VTout according to a locomotive operation state; detecting the locomotive speed; calculating a traction (or brake) slip rate given value VBref; detecting wheel speeds of axles; calculating a traction (or brake) slip rate feedback valve VBfdb; introducing the VBref and the VBfdb into a traction (or brake) slip rate PID closed-loop controller VB so as to obtain VBout; and controlling the locomotive traction force (brake force) according to the minimum value of the VBout and the VTout. By utilizing the method, the full-day anti-slide anti-slip control of a locomotive is realized, an adhesion force can be utilized to the maximum extent, and the brake sliding or traction slip is effectively prevented.
Description
Technical field
The present invention relates to a kind of locomotive slide system taxi procedure based on slip rate control, belong to the railway locomotive technical field.
Background technology
Wheel to the tractive effort at wheel rim that produces or braking force during greater than the binding force between wheel track wheel idle running will occur or skid, binding force between wheel track is subjected to the impact of the factors such as wheel track apparent order and condition (rail level has pit, water, snow, frost, oil), line conditions (ramp, roadbed, curve, track switch), Locomotive Axle Load distribution, and relevant with driver control mode and locomotive running speed.Dallying or skidding to make wheel track heating, wheel track scratch, also can affect the safe operation of locomotive when serious, very harmful.Adhesion between the wheel track is one and has probabilistic complicated time-varying system, utilizes substantially adhesive force of wheel track, and prevents that effectively traction from dallying or braking is slided, and has become the direction of world's rail vehicles brake field development.
Preventing from drawing lost motion aspect, a kind of scheme commonly used is to be fitted with 3 differential relays in main circuit of electric locomotive, each differential relay links to each other with two traction electric machines, with they detecting devices as the idle running signal, when locomotive normally moved, the voltage at the differential relay two ends that two traction electric machines link to each other was balances.When having a wheel that idle running occurs, difference of potential between the traction electric machine of this wheel and the traction electric machine of another wheel will change, differential relay is got electric, the combined aural and visual alarm that is connected in this differential relay open contact circuit is connected, send idle running and report to the police.The driver manually sands, falls power after finding that idle running is reported to the police.Link to each other with two traction electric machines by differential relay, because traction motor winding back emf under low speed and high-speed case differs very large, identical voltage difference can not show under the different locomotive speeds under the different voltage classs, the rate of change of traction electric machine counter potential, utilize voltage difference can not accurately judge the order of severity whether traction electric machine idle running really occurs and idle running occurs under different locomotive speeds, in the situation that serious synchronous idle occurs, the differential relay both end voltage can be very approaching, causes the idle running relay to be failure to actuate.Ride again stucco when the driver sees the idle running indicator lamp after bright, cut down locomotive traction power by M/C simultaneously and prevent idle running.This operating process time is long, and be difficult to hold that to subtract how much power suitable.
Further scheme is on the basis of the above, and differential relay gets electronic work, seals in intermediate relay in differential relay open contact circuit, utilizes this intermediate relay control locomotive automatic deloading and sands.But differential relay can not accurately be judged locomotive wheel spin on the one hand as mentioned above; On the other hand, differential relay is controlled intermediate relay, also can not accurately control size and the time length of locomotive automatic deloading, is difficult to receive good control effect; Moreover this scheme can't realize the anticipation of dallying and alleviate idle running by sanding, and the control that can only realize sanding is carried out synchronously with Control of decreasing load, can not be maximum utilize adhesive tractive effort.
Also has a kind of slide system scheme in the prior art, namely detect locomotive each traction electric machine rotating speed and electric current, the parameters such as, wheel acceleration poor by Calculation Speed, acceleration/accel signal differential and difference between current, current changing rate, and set the limit value of these parameters, when surpassing or being lower than these limits values, namely be judged as idle running, according to the size of these parameters, judge when off-load time length of off-load rate percentage, and judge whether to carry out and sand and sand the execution time.This scheme becomes the mainstream technology scheme of present slide system control gradually.But in actual applications, there is following a lot of shortcoming: at different locomotive speeds, under the different traction motor currents, different speeds discrepancy, wheel acceleration, acceleration/accel differential value and difference between current, current changing rate, locomotive off-load rate percentum, the off-load time length, there is very big-difference in execution time that sands, especially when idle running is in different phase, even identical feedback parameter, off-load rate percentum, the off-load time length, still there is very big-difference in execution time that sands, therefore, adopt this technical scheme, want to obtain in real time suitable off-load rate percentum, the off-load time length, execution time that sands almost is impossible, be not to take full advantage of adhesive tractive effort, idle running can not be effectively suppressed exactly; Control System Software is very complicated, and controlling unit is too many, and links influences each other, and often is to regulate certain link, brings impact for again other links; Can bring sizable difficulty to field adjustable, constantly control off-load, idle running reloads after alleviating, in this process, if LOADING RATES is too fast, can make the output torque of traction electric machine be in up and down fluctuation status, easily cause larger idle running, if LOADING RATES is too slow, then locomotive can descend rapidly locomotive speed because losing enough tractive forces very soon, even is parked on the ramp; When idle running occurs in locomotive traction motor, be difficult to according to parameters such as speed discrepancy, wheel acceleration, acceleration/accel signal differential and difference between current, current changing rates, choose when off-load time length of the suitable off-load moment, off-load rate percentage, can't utilize to greatest extent adhesive tractive effort.
Prevent the braking slide aspect, mainly be take velocity contrast, deceleration/decel, slip rate as detected object, as long as there is a detected parameters to surpass setting value, just reduce immediately braking force and stucco, reduce immediately exciting current during such as rheostatic brake, during air brake brake cylinder is carried out a large amount of exhausts.The foundation that judgement is slided is judged mainly with empirical equation or empirical data value greatly, but be difficult to be adapted to different wheel track apparent order and condition, line conditions, the driver control mode, the external conditionss such as locomotive running speed, be difficult to judge accurately and slide constantly, slide and judge in advance, can make the braking force loss excessive, can't take full advantage of the adhesion between wheel track, slide and judge hysteresis, will produce and slide, cause flat sliding, do not have anti-skidding effect, even judge that the moment of sliding is more accurate, reduce how many braking forces, extremely difficult assurance lasts long still, very difficult realization can take full advantage of adhesion, can prevent from again sliding.
Further scheme is to jointly control with velocity contrast, deceleration/decel and deceleration/decel differential, there is a detected parameters to surpass setting value as long as no longer adopt, just reduces immediately braking force and stucco, but observe simultaneously a plurality of parameters, utilize situation to carry out comprehensive assessment to adhesion, then comprehensive judgement is slided.Increase although slide the accuracy of constantly judging, reduce how many braking forces, extremely difficult assurance that last long still is difficult to provide a quantitative reasonable value, therefore, is difficult to realize taking full advantage of adhesion, can prevent from again sliding.
Also have that a kind of to prevent from braking the scheme that slides be to adopt fuzzy control.Fuzzy control does not need to understand in detail the mathematical models of skid control system, but take full advantage of people's experience, the apish mode of thinking, with people's control experience formalization and introduce control process, Fuzzy control system is made of IO interface, fuzzy controller, actuating unit, the puzzled device of biography and five parts of controlled object usually, and wherein fuzzy controller is the core of Fuzzy control system.Because the design of fuzzy controller depends on field staff's practical experience to a great extent, this just requires will be in a large number in conjunction with actual controlling quantity and the design control law selected in real process.Choose controlling quantity whether rationally and the effect of control law how, must work out a large amount of programs and carry out simulation analysis, perhaps wait until after controller design is finished and come by experiment analysis verification.Obviously, these two kinds of methods all need appreciiable time and efforts, and need experimental analysis repeatedly finally to determine, whole process is loaded down with trivial details and work capacity is larger.
Summary of the invention
Purpose of the present invention overcomes the deficiency of above-mentioned prior art exactly, a kind of locomotive slide system taxi procedure based on slip rate control is provided, when anti-skidding control or slide system control, can accurately also rationally control the slip rate value, when surpassing given limits value, slip rate subtracts the locomotive tractive effort (or braking force), namely by control wheel slip is maintained in the desired range of values, on the basis of realizing preventing wheel slipping or sliding, take full advantage of between wheel track and adhere, utilize substantially adhesive force of wheel track, and prevent that effectively traction from dallying or braking is slided.
The object of the present invention is achieved like this: a kind of locomotive slide system taxi procedure based on slip rate control is characterized in that taking the following step:
A. generate tractive force (or braking force) controlling valu VTout according to locomotive running state, and restriction VTmin≤VTout≤VTmax;
B. detect locomotive speed Vt;
C. calculate traction (or braking) slip rate given value VBref;
D. detect the wheel velocity Vn of each axle, calculate bull wheel contour speed Vmax and steamboat contour speed Vmin;
E. calculate slip rate value of feedback VBfdb.If Vmax 〉=3km/h during traction, VBfdb=(Vmax-Vt)/Vmax, otherwise VBfdb=0; If Vt 〉=3km/h during braking, VBfdb=(Vt-Vmin)/vt, otherwise VBfdb=0;
F. VBref and VBfdb are sent into traction (braking) slip rate PID closed loop controller VB, draw slip rate controlling valu VBout, and restriction Vmin≤VBout≤Vmax;
G. press slip rate controlling valu VBout, tractive force (or braking force) the controlling valu VTout minimum value control locomotive tractive effort (or braking force) in the two.
Adopt the solution of the present invention, can realize that the locomotive weather-proof is anti-to slide slide system control.Because the effect of PID regulating control is so that system has the quick adjustment characteristic when the slip rate deviation is larger, hour has continuous stable regulation characteristic in the slip rate deviation, when changing fast, slip ratio signal has the load regulation characteristic, can either utilize to greatest extent binding force, can prevent from braking the generation of sliding or drawing idle running by actv. again.
Description of drawings
Fig. 1 is the alternating current-direct current diesel-electric locomotive traction power circuit schematic diagram of the embodiment of the invention one.
Fig. 2 is the alternating current-direct current diesel-electric locomotive rheostatic brake power circuit schematic diagram of the embodiment of the invention one.
Fig. 3 is the interruption subroutine FB(flow block) of the embodiment of the invention one.
Fig. 4 is the slide system control subprogram FB(flow block) of the embodiment of the invention one.
Fig. 5 is the anti-control subprogram FB(flow block) that slides of the embodiment of the invention one.
The specific embodiment
For the purpose, technical scheme and the advantage that make the embodiment of the invention clearer, below in conjunction with the accompanying drawing in the embodiment of the invention, technical scheme in the embodiment of the invention is clearly and completely described, obviously, described embodiment is the present invention's part embodiment, rather than whole embodiment.Based on the embodiment among the present invention, those of ordinary skills belong to the scope of protection of the invention not making the every other embodiment that obtains under the creative work prerequisite.
Embodiment one
Embodiment one is the control to tractive force or the braking force of alternating current-direct current diesel-electric locomotive.
Referring to Fig. 1, the alternating current-direct current diesel-electric locomotive of embodiment of the invention traction power circuit by the exciting current of microcomputer control main generator excitation machine, is realized the control to vdc after the main generator rectification.Rlt is excitation resistance, and D1 is flywheel diode, and Q1 is field effect transistor, and EXC is excitation generator, ERC is field rectifier, and MG is main generator, and MRC is main converter, M1～M6 is traction electric machine, and SD1～SD6 is the traction electric machine tachogen, and SD is locomotive vehicle-mounted radar car body speed detector.The pwm signal of locomotive microcomputer controller output is by the conducting dutycycle of control Q1, the exciting current of the excitation coil of EXC is flow through in control, the three plase alternating current that EXC sends is by after the ERC rectification, be the power supply of main generator excitation winding, the three plase alternating current that main generator sends is through the backward M1 of MRC main rectifier cabinet rectification～M6 power supply.Pulse width values by the adjusting pwm signal is the dc terminal voltage of capable of regulating traction electric machine, and then adjusts the traction electric machine tractive force, and therefore, the pulse width values of pwm signal namely is equivalent to the tractive force controlling valu.
Referring to Fig. 2, the alternating current-direct current diesel-electric locomotive rheostatic brake power circuit of the embodiment of the invention, traction electric machine M1～M6 moves in the electrical generator mode take Rz as load respectively.The three plase alternating current that main generator sends is through the excitation winding power supply of the backward traction electric machine M1 of MRC main rectifier cabinet rectification～M6 series connection.SD1～SD6 is the traction electric machine tachogen, and SD is locomotive vehicle-mounted radar car body speed detector.Pulse width values by the adjusting pwm signal is the exciting current that capable of regulating flows through the excitation winding of six traction electric machines, realizes the adjustment of pulling motor braking electric current, and then realizes the adjustment of braking force.Therefore, the pulse width values of pwm signal namely is equivalent to pulling motor braking power controlling valu.
Referring to Fig. 3.The present embodiment is used timer 1 and is interrupted producing the 10mS Interruption.Interruption subroutine at first interrupts at frame 1.1 timeing closing devices 1, removes timer 1 interrupt identification at frame 1.2.Then enter frame 1.3, judge whether the traction instruction is true: if, then enter frame 1.4, carry out slide system control subprogram, otherwise enter frame 1.5.At frame 1.5, judge whether braking instruction is true: if then enter frame 1.6 and carry out the anti-control subprogram that slides; Otherwise enter frame 1.7.At frame 1.7, open timer 1 and interrupt, for next time timer 1 interruption is got ready.Then interruption subroutine end of run.
Referring to Fig. 4.Slide system control subprogram is calculated controlling valu Vtout and is limited to Vmin to Vmax at frame 2.1; At frame 2.2 inspection locomotive speed Vt; Calculate slip rate given value VBref at frame 2.3, detect each axle wheel velocity V1～Vn at frame 2.4; Calculate bull wheel contour speed Vmax at frame 2.5; Judge Vmax at frame 2.6〉3.0km/h? calculate VBfdb=(Vmax-Vt)/Vmax if yes then enter frame 2.7; If carry out VBfdb=0 otherwise enter frame 2.8; Calculate VBout and be limited to Vmin to Vmax at frame 2.9; Get VBout, VTout minimum value in the two at frame 2.10; Calculate pwm pulse width controlling valu at frame 2.11, this slide system control subprogram activation finishes.。
Referring to Fig. 5.The anti-control subprogram that slides is calculated controlling valu Vtout and is limited to Vmin to Vmax at frame 3.1; Detect locomotive speed Vt at frame 3.2; Calculate slip rate given value VBref at frame 3.3, detect each axle wheel velocity V1～Vn at frame 3.4; Calculate steamboat contour speed Vmin at frame 3.5; Judge Vt at frame 3.6〉3.0km/h? calculate VBfdb=(Vt-Vmin)/Vt if yes then enter frame 3.7; If carry out VBfdb=0 otherwise enter frame 3.8; Calculate VBout and be limited to Vmin to Vmax at frame 3.9; Get VBout, VTout minimum value in the two at frame 3.10; Calculate pwm pulse width controlling valu at frame 3.11, this anti-control subprogram activation that slides finishes.
It should be noted that at last: above embodiment only in order to technical scheme of the present invention to be described, is not intended to limit; Although with reference to previous embodiment the present invention is had been described in detail, those of ordinary skill in the art is to be understood that: it still can be made amendment to the technical scheme that aforementioned each embodiment puts down in writing, and perhaps part technical characterictic wherein is equal to replacement; And these modifications or replacement do not make the essence of appropriate technical solution break away from the spirit and scope of various embodiments of the present invention technical scheme.
Claims (1)
1. locomotive slide system taxi procedure based on slip rate control is characterized in that taking the following step:
A. generate tractive force (or braking force) controlling valu VTout according to locomotive running state, and restriction VTmin≤VTout≤VTmax;
B. detect locomotive speed Vt;
C. calculate traction (or braking) slip rate given value VBref;
D. detect the wheel velocity Vn of each axle, calculate bull wheel contour speed Vmax and steamboat contour speed Vmin;
E. calculate slip rate value of feedback VBfdb: if Vmax 〉=3km/h during traction, VBfdb=(Vmax-Vt)/Vmax, otherwise VBfdb=0; If Vt 〉=3km/h during braking, VBfdb=(Vt-Vmin)/vt, otherwise VBfdb=0;
F. VBref and VBfdb are sent into traction (braking) slip rate PID closed loop controller VB, draw slip rate controlling valu VBout, and restriction Vmin≤VBout≤Vmax;
G. press slip rate controlling valu VBout, tractive force (or braking force) the controlling valu VTout minimum value control locomotive tractive effort (or braking force) in the two.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201210539104.0A CN103010227B (en) | 2012-12-13 | 2012-12-13 | Locomotive anti-slip sliding method based on slip rate control |
| AU2013263835A AU2013263835B2 (en) | 2012-12-13 | 2013-03-08 | Method for preventing locomotive from wheel slip and skid based on control of slip rate |
| PCT/CN2013/072345 WO2014089939A1 (en) | 2012-12-13 | 2013-03-08 | Slip rate control-based anti-slip/slide method for motorcycle |
| NZ618397A NZ618397A (en) | 2012-12-13 | 2013-03-08 | Method for preventing locomotive from wheel slip and skid based on control of slip rate |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201210539104.0A CN103010227B (en) | 2012-12-13 | 2012-12-13 | Locomotive anti-slip sliding method based on slip rate control |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN103010227A true CN103010227A (en) | 2013-04-03 |
| CN103010227B CN103010227B (en) | 2015-02-04 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201210539104.0A Active CN103010227B (en) | 2012-12-13 | 2012-12-13 | Locomotive anti-slip sliding method based on slip rate control |
Country Status (4)
| Country | Link |
|---|---|
| CN (1) | CN103010227B (en) |
| AU (1) | AU2013263835B2 (en) |
| NZ (1) | NZ618397A (en) |
| WO (1) | WO2014089939A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112406915A (en) * | 2019-08-23 | 2021-02-26 | 中车唐山机车车辆有限公司 | Sanding control method based on vehicle sliding rate and terminal equipment |
| JPWO2021240815A1 (en) * | 2020-05-29 | 2021-12-02 | ||
| CN114735036A (en) * | 2022-04-08 | 2022-07-12 | 上海工程技术大学 | Train wheel rail adhesion online improvement method, storage medium and device |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110095979B (en) * | 2018-01-29 | 2022-08-30 | 湖南工业大学 | High-speed train adhesion anti-skid control method based on asymmetric Barrier Lyapunov function |
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| US3898937A (en) * | 1973-11-19 | 1975-08-12 | Gen Motors Corp | Wheel slip sensing and control system |
| US4588932A (en) * | 1983-09-28 | 1986-05-13 | Bbc Brown, Boveri & Company, Ltd. | Slip-limiting control for rail vehicles |
| US6152546A (en) * | 1997-02-12 | 2000-11-28 | General Electric Company | Traction vehicle/wheel slip and slide control |
| US20080059112A1 (en) * | 2006-08-31 | 2008-03-06 | National Railway Equipment Co. | Adhesion control system for off-highway vehicle |
| CN102050122A (en) * | 2010-12-16 | 2011-05-11 | 中国北车集团大连机车车辆有限公司 | Anti-slip control method of locomotive |
| CN102791546A (en) * | 2010-03-02 | 2012-11-21 | 丰田自动车株式会社 | Vehicle control device |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| US7285926B2 (en) * | 2005-06-30 | 2007-10-23 | General Electric Company | System and method for locomotive adhesion control |
-
2012
- 2012-12-13 CN CN201210539104.0A patent/CN103010227B/en active Active
-
2013
- 2013-03-08 AU AU2013263835A patent/AU2013263835B2/en active Active
- 2013-03-08 NZ NZ618397A patent/NZ618397A/en unknown
- 2013-03-08 WO PCT/CN2013/072345 patent/WO2014089939A1/en active Application Filing
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3898937A (en) * | 1973-11-19 | 1975-08-12 | Gen Motors Corp | Wheel slip sensing and control system |
| US4588932A (en) * | 1983-09-28 | 1986-05-13 | Bbc Brown, Boveri & Company, Ltd. | Slip-limiting control for rail vehicles |
| US6152546A (en) * | 1997-02-12 | 2000-11-28 | General Electric Company | Traction vehicle/wheel slip and slide control |
| US20080059112A1 (en) * | 2006-08-31 | 2008-03-06 | National Railway Equipment Co. | Adhesion control system for off-highway vehicle |
| CN102791546A (en) * | 2010-03-02 | 2012-11-21 | 丰田自动车株式会社 | Vehicle control device |
| CN102050122A (en) * | 2010-12-16 | 2011-05-11 | 中国北车集团大连机车车辆有限公司 | Anti-slip control method of locomotive |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112406915A (en) * | 2019-08-23 | 2021-02-26 | 中车唐山机车车辆有限公司 | Sanding control method based on vehicle sliding rate and terminal equipment |
| JPWO2021240815A1 (en) * | 2020-05-29 | 2021-12-02 | ||
| WO2021240815A1 (en) * | 2020-05-29 | 2021-12-02 | 三菱電機株式会社 | Electric railcar control device, train control system, and terrestrial device |
| JP7313556B2 (en) | 2020-05-29 | 2023-07-24 | 三菱電機株式会社 | Electric car control device, train control system and ground device |
| CN114735036A (en) * | 2022-04-08 | 2022-07-12 | 上海工程技术大学 | Train wheel rail adhesion online improvement method, storage medium and device |
Also Published As
| Publication number | Publication date |
|---|---|
| AU2013263835A1 (en) | 2014-07-03 |
| AU2013263835B2 (en) | 2014-11-06 |
| CN103010227B (en) | 2015-02-04 |
| NZ618397A (en) | 2016-02-26 |
| WO2014089939A1 (en) | 2014-06-19 |
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