CN109311539A - 用于对来自电子模块的燃料的温度进行限制的相变材料的集成 - Google Patents
用于对来自电子模块的燃料的温度进行限制的相变材料的集成 Download PDFInfo
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Abstract
本发明涉及一种组件,该组件包括:构造成向涡轮热力发动机供应燃料的燃料供应回路(15、15a、15b)、电子模块(14、14a、14b)、用于向电子模块(14、14a、14b)供应功率的功率源(13、13a、13b)、以及布置成允许热量从电子模块(14、14a、14b)流动到燃料供应回路(15、15a、15b)的热交换器(16、16a、16b),该组件的特征在于,电子模块(14、14a、14b)包括相变材料(PCM),该相变材料构造成当其温度达到预定相变温度(Tf)时改变状态。
Description
技术领域
本发明涉及向功率单元供应燃料,并且特别地涉及管理燃料的相位状态。
更具体地,本发明涉及包括热力发动机和电机的功率单元。
在本文中,“涡轮热力发动机”是指通过使涡轮中的所述工作流体膨胀而使工作流体的热能能够转换成机械能的任何机器。
更特别地,该工作流体可以是在通过涡轮机经由第一旋转轴致动的压缩机中压缩空气之后,由燃料与该空气在燃烧室中的化学反应产生的燃烧气体。
这样,涡轮热力发动机(例如,在本文中所理解的涡轮热力发动机)尤其包括单流或双流涡轮喷气发动机、涡轮螺旋桨发动机、涡轮发动机或燃气涡轮机。
在以下描述中,术语“上游”和“下游”是相对于涡轮机中的工作流体的正常的循环方向而定义的。
供应涡轮热力发动机的燃料会包括杂质,并且尤其包括悬浮的水。在常温下,燃料中痕量水的存在不是主要问题。然而当温度低时,水会冻结。所产生的冰颗粒可能会阻碍燃料的通过,尤其当所产生的冰颗粒在过滤器的入口处积聚时可能会阻碍燃料通过,该过滤器典型地用于防止其他固体杂质通过。因此,应当防止燃料回路中的这种结冰。
背景技术
防止燃料冻结的第一种解决方案包括添加昂贵的、有毒的和限制性的添加剂。这种解决方案被自愿地搁置。
如文献US 20120240593中所呈现的,第二种解决方案包括回收由电子回路释放的热量,以便加热燃料并防止燃料冻结,在这种情况下,该电子回路是用于功率转换的电子回路(“发电机控制单元(Generator Control Unit)”,GCU)。热交换器执行热传递。
该GCU作为散热器运行。
在上述文献中,通过控制燃料流动或通过添加额外的专用电子散热器来实现对GCU和燃料之间的热传递的管理,该额外的专用电子散热器不仅产生额外的热量而且更多地对GCU施加压力,这反过来更多地加热。
但是,上述文献中没有提到存在燃料接收太多能量并可能达到其蒸发温度的风险。事实上,一些机载电子器件在非常短的周期内运行,这会涉及高能量。此外,所使用的通常约为几十伏的电压会引起非常高的电流强度,导致产生相当多的热量。
必须严格避免这种蒸发现象。
发明内容
本发明的目的是通过提出一种组件来纠正上述缺点,该组件包括:
燃料供应回路,该燃料供应回路构造成向涡轮热力发动机供应燃料;
电子模块;
功率源,该功率源用于向电子模块供电;
热交换器,该热交换器布置成允许热量从电子模块流动到燃料供应回路,
该组件的特征在于,电子模块包括相变材料(PCM,phase-change material),该相变材料构造成当其温度达到预定相变温度时改变状态。
由于该PCM材料,温升随着时间的推移更好地扩散,这限制了温度峰值并且防止了达到燃料的蒸发温度。
另外,PCM材料保护电子模块免受这些温度峰值,而这些温度峰值可能会损害电子模块。
因而PCM材料以最佳的方式分配电子模块和燃料之间的热量流动。
为了防止燃料蒸发,PCM材料的相变温度被选择为小于在燃料供应回路中流通的所述燃料的蒸发温度。
本发明可包括以下的、可单独或组合采用的特征:
-所述预定相变温度小于燃料的蒸发温度;
-电子模块是电子功率模块,该电子功率模块构造成转换由功率源供应的能量;
-相变温度小于150℃,优选地小于140℃。
-电子模块包括以下部件:
形成支撑体的基部衬底;
布置在支撑体上的电子元件,
并且其中,交换器相对于基部衬底位于与该元件相对的一侧;
-电子元件封装在相变材料PCM中;
-相变材料PCM集成在基部衬底中;
-电子模块包括冷板,并且其中,相变材料集成在该冷板中。
-冷板布置在基部衬底和热交换器之间;
-热交换器集成在冷板中。
本发明还提出一种功率单元,该功率单元包括:
涡轮热力发动机;
如前所述的组件,
其中,燃料供应回路构造成供应该热力发动机。
功率源有利地是电机,该电机能够作为发动机或发电机运行,并且其中,该电机机械地联接到热力发动机的旋转轴。
本发明还提出一种使用如前所述的组件或功率单元加热燃料的方法,其中,燃料在燃料供应回路的热交换器中通过由电子模块经由相变材料PCM散发的热量被加热。
本发明还提出使用相变材料PCM以便通过热交换器控制(一方面)当供应动力时释放热量的电子模块和(另一方面)用于燃气涡轮的燃料之间的热传递。
附图说明
根据仅为说明性的而非限制性的并且必须参照附图考虑的以下说明,本发明的其他特征、目的和优点将变得明显,在附图中:
-图1示意性地示出了功率单元的电子功率模块和热交换器,为清楚起见,未示出PCM材料;
-图2类似于图1,但具有用于集成PCM材料、并增加了冷板的三种变体;
-图3示出了关于PCM材料的使用的温度曲线;
-图4示意性地示出了具有功率单元的飞行器,该功率单元包括两个涡轮发动机和两个电力发动机-发电机;
-图5更具体地示出了该功率单元。
具体实施方式
参照图1,组件被定义为包括:燃料供应回路15、电子模块14以及功率源13,功率源13向模块14提供功率,典型地,功率源向模块提供电。
燃料供应回路15的功能是向涡轮热力发动机供应燃料。在下文中将对特定的实施例进行详细描述。
电子模块14通常包括至少一个电子回路,电子元件与该至少一个电子回路连接到一起,以使得能够处理电子信号(信息或功率)。
因此,当由功率源13请求时,模块14释放热量。热交换器16用于将该热量传递到燃料供应回路15。典型地,热交换器16布置在电子模块14和燃料供应回路15a、15b之间。
热交换器16对模块14和供应回路15之间的热量流动进行优化。热交换器16可以采用不同的形式,例如板式热交换器、翅片式热交换器、或简单地呈有利于热交换的支管的形式。
在一种实施例中,电子模块14包括基部衬底100,基部衬底100形成支撑体,电子元件110(例如双极绝缘栅晶体管、二极管、电容器、电感等)固定在该支撑体上。如图1所示,这些元件110可能需要例如发射器112、端口114、收集器116以及连接线118。
常规地,使半导体之间互连并且在铜底104上具有外部回路的不同的材料层(例如钎焊接头102、铜底104、另一个绝缘衬底106(例如陶瓷))被提供以便使电子模块运行。
为了更好地调节功率传递,电子模块14包括标记为PCM的相变材料。图2示出了将在下文中详细描述的各种实施例。
PCM材料一旦达到其熔化温度就会改变状态(通常从固态变为液态)。由于还存在将相从固态或液态变为气态的PCM材料,相变温度Tf被更一般地定义。
该温度Tf是PCM材料的特性。
在飞行器的一些飞行阶段中,在不超过几十秒或甚至一分钟的时段内电力系统的电力需求可以是非常高的。在需要相当大的热量耗散但该热量耗散是周期性的或暂时的这些条件下,使用PCM材料能够更好地管理最靠近关键电子元件110的发热设备,例如静电元件、冷凝器或者是该关键电子元件自身等。
实际上,通过从固态转变为液态而因此达到其熔化温度,PCM材料将吸收一定量的热量但保持在相同的温度(使所有材料改变状态所用的时间),然后热传递将在电子模块14内部的电子元件110和该PCM材料之间运行。该吸收与PCM材料的状态变化的焓相关联,该焓也被称为潜热,对应于每单位质量的材料改变状态所吸收的能量。
PCM材料将吸收温度峰值。
实际上,开发飞行器上的电子元件的主要问题之一是电子元件110、特别是那些被钎焊或焊接到衬底100上的电子元件110的温度稳定性。实际上,元件110和衬底100之间的热机械应力在某些情况下会导致元件在其衬底上的钎焊或焊接的分层,这会破坏该元件。PCM材料的这种用途是已知的,如文献US 20130147050所描述的。
PCM材料还允许尺寸和占用体积的增加。实际上,电子元件110(例如晶体管、电容器、自身)可以不在最大温度峰值上而是在平均较低温度上确定尺寸。
因此,PCM材料具有第一作用,即吸收热量以防止电子模块14超过临界温度。图3示出了该吸收随时间的变化:曲线C0表示在没有PCM材料的情况下电子模块14的温度的上升,曲线C11至C18表示在PCM材料和衬底100之间存在耐热性不同的PCM材料的情况下电子模块14的温度的上升,曲线C23至C27表示PCM材料(与曲线C13至C17相关联)的温度的上升。应注意的是,PCM材料的相变温度Tf略小于120℃。
然而,如前所述,电子模块14的功能还在于加热燃料。结果是,功率峰值会产生过多热量并且管理热传递是有问题的。
因此,已经吸收热量峰值的PCM材料逐渐地返回到交换器16a、16b。这样,PCM材料促进了电子模块14和燃料之间的热传递。
这样,所述燃料的蒸发的风险大大降低。
将PCM材料集成到电子模块14和燃料回路15之间的这种热交换结构中会形成热障,该热障随时间扩散热量并且保护燃料免于蒸发,同时保护模块14免于过热。此外,与传统使用的PCM材料相比,其目的仅仅是在相对短的时间间隔内吸收热量,PCM材料在此用作经由电子模块14存储功率的散热器。
为了实现该功能,相变温度Tf小于燃料的蒸发温度的PCM材料被选择。
下列燃料是已知的,这些燃料的典型的蒸发起始温度Tv在括号中表示:JetA(180℃)、JP8和JP8+100(170℃)、JetA1(170℃)、JP5(200℃)、F76(200℃)、TS1(160℃)以及RT(160℃)。
对于这些燃料,温度Tf小于150℃,优选地小于140℃,更优选地小于或等于130℃是合适的。另外,温度Tf高于120℃以防止状态变化已完成,而电子模块14尚未达到可能影响其运行的温度。
下列燃料也是已知的,这些燃料的蒸发温度Tv在括号中表示:JetB和JP4(80℃)、AvGas和AutGas(60℃)。
对于这些燃料,温度Tf小于50℃是合适的。
如图2所示,将PCM材料集成到电子模块中可以以不同的方式来实现,图2概述了三种变体,这三种变体不一定彼此排斥。
在第一变体中,电子元件110封装在PCM1材料中。为此,使用包括PCM材料的特定基质。该变体需要紧密的电子元件110。
在第二变体中,PCM2材料可集成到衬底100中。文献US2013/0147050尤其是已知的,该文献公开了在衬底100中的这种集成。必须在衬底100中制造特定的容积。
在第三变体中,冷板120设置成将衬底110抵靠至与电子元件110相对的一侧。因此,冷板120布置在热交换器16和基部衬底100之间。冷板120的功能是有利于冷却电子模块14。PCM3材料集成到该冷板120中。
这三种变体可以容易地组合。
前面已经描述了不同类型的交换器。根据交换器的类型,可以调整燃料回路、基部衬底和/或冷板的相对定位。特别地,热交换器可被容置在基部衬底100或冷板120中。然后交换器可采用流体回路的形式,例如布置在板中的管道分支。该流体的流通优选地通过专用泵驱动。
PCM材料可包括水合盐、石蜡和/或醇。
相对于其他技术,PCM材料的优点还在于质量和体积的增加。
在特定的实施例中,电子模块14是功率模块,该功率模块构造成转换由功率源供应的功率。因此,电子模块14的温度特别容易上升,尤其是在需要时会在非常短的时间内使温度上升。
在该实施例中,电子元件110尤其可以是功率半导体。
目前,将根据直升机描述更广泛的架构。然而,本发明适用于包括产生热量的电子器件的任何飞行器,而与发动机的数量或类型无关。
图4示出了旋翼飞行器1,更具体地示出了具有主旋翼2和反扭矩尾部旋翼3的直升机,该反扭矩尾部旋翼3联接到用于其致动的功率单元4。所示的功率单元4包括第一热力发动机5a和第二热力发动机5b。这些热力发动机5a、5b是涡轮热力发动机,并且更具体地是涡轮发动机,所述涡轮发动机的功率输出轴6连接到用于致动主旋翼2和尾部旋翼3的主变速箱7。
图5更详细地示出了功率单元4。每个热力发动机5a、5b包括压缩机8、燃烧室9、经由旋转轴11连接到压缩机8的第一涡轮机10、以及联接到功率输出轴6的第二涡轮12或自由涡轮。压缩机8、燃烧室9、第一涡轮10以及旋转轴11的组合件也被称为“气体发生器”。每个气体发生器的旋转轴11机械地联接到功率源13a、13b(更准确地是通常呈发动机驱动型发电机形式的电机13a、13b),功率源13a、13b电连接到电子模块14a、14b(这里是指电子功率模块,更具体地是还被电连接到飞行器1的蓄电装置20和电网的功率转换器)。该蓄电装置20例如可以是电池,尽管也可能是其他蓄电装置(例如燃料电池或飞轮)。
电机13a、13b既用于启动相应的热力发动机5a、5b,又用于在该启动之后发电。在第一种情况下,电机13a、13b在发动机模式下起作用,并且电子功率模块14a、14b确保其来自飞行器的电网和/或蓄电装置20的电供给。在第二种情况下,电机13a、13b在发电机模式下运行,并且电子功率模块14a、14b使所产生的电流适应于适当的电压和电流强度,以供应飞行器和/或蓄电装置20的电网。
此外,即使在飞行器1的飞行期间,然而每个电机13a、13b可通过使其旋转轴11以减小的待机速度(例如在旋转轴11的额定速度N1的5%至20%之间)并在燃烧室9关闭的情况下转动,以用于使相应的热力发动机5a、5b保持在待机模式。事实上,众所周知在多引擎飞行器上使涡轮热力发动机保持在待机模式能够节省巡航时的燃料消耗并且加速任何重启。
由功率单元4供应的功率基本上可以根据飞行器1的飞行状态而变化。这样,正常情况下巡航速度所需的功率基本上小于功率单元4的最大连续功率,且相对于功率单元4的最大输出功率甚至更小。而由于功率单元4的尺寸根据飞行器1的飞行状态而确定的,因此其相对于巡航速度所需的功率基本上是过大的。结果,在巡航中,在两个热力发动机5a、5b运行的情况下,这两个热力发动机可能远离其最佳运行速度,这将通过相对高的特定消耗来显现。原则上,对于包括多个热力发动机的功率单元,可以在这些热力发动机中的至少一个关闭的情况下保持巡航速度。对于以接近其最佳速度的速度运行的其他热力发动机,可以减少特定的消耗。为了允许功率单元的这种运行模式,应确保关闭热力发动机的立即启动,这已经在FR 2967132中提出以在待机模式下保持该热力发动机关闭。
因此,在图5所示的功率单元4中,在飞行器1处于巡航速度期间关闭第一热力发动机5a,其中,第二热力发动机5b经由主变速箱7向主旋翼2和尾部旋翼3供应全部的功率。连接到第二热力发动机5b的电机13b同时确保经由飞行器的电子功率模块14b供应飞行器1的电网以及经由其电子器件14a供应电机13a。特别是在第二热力发动机5b发生故障的情况下,为了能够确保第一热力发动机5a的紧急启动,通过相应的电机13a致动其旋转轴11而使第一热力发动机5a保持在待机模式,电机13a经由其电子功率模块14a供电。
为了向热力发动机5a、5b供应燃料,每个热力发动机连接到燃料供应回路15a、15b,连接到热交换器16a、16b以及进一步连接到燃料过滤器17a、17b,燃料过滤器17a、17b沿燃料的朝向热力发动机5a、5b的流动方向位于热交换器16a、16b的下游。
如图3所示,每个热交换器16a、16b与壳体22中的相应的电子功率模块14a、14b的基座(例如冷板21)相邻,壳体22对于电子功率模块14a、14b并且对于相应的热交换器16a、16b可以是密闭且公共的,使得经由热交换器16a或16b流通的燃料能够通过由电子功率模块14a、14b的运行产生的热量被加热,且同时可以有助于冷却电子功率模块14a、14b,使电子功率模块14a、14b在最佳温度范围内运行。典型地,例如,每个电子功率模块14a、14b可以在热损失低于10%的情况下处理100KW数量级的功率Pe,这导致热量功率Ph小于10KW,或甚至小于1KW。
然而,每个电子功率模块14a、14b可以具有正常的运行模式和电效率降低的运行模式,该电效率降低的运行模式可以被实施以产生用于加热燃料的额外热量。这种具有降低效率的运行模式例如可以通过在电子功率模块14a、14b的半导体上施加比通常根据标准电子器件的尺寸标准应用的截止频率更高的截止频率来获得。
每个燃料供应回路15a、15b还可以包括热交换器16a、16b的旁路管道18a、18b和三通阀19a、19b,以经由热交换器16a、16b或通过旁路管道18a、18b来控制燃料的流动。
为了在点燃燃烧室9之前在低温下启动热力发动机5a、5b的期间使供应给热力发动机5a、5b中的一个的燃料加热,燃料经由相应的热交换器16a、16b被引导,燃料在热交换器16a、16b中通过由电子功率模块14a、14b的运行而产生的热量被加热,电机13a、13b经由电子功率模块14a、14b供电以使该热力发动机5a、5b的旋转轴11转动。如果由电子功率模块14a、14b在正常运行模式下产生的热量不足以允许在没有被冰颗粒堵塞燃料过滤器17a、17b的风险的情况下快速启动,则可以实施电功率降低的电子功率模块14a、14b的运行模式以增加该模块中产生的热量,以及促进热量经由热交换器16a、16b传递给燃料。
相反,如果不需要为热力发动机5a、5b中的一个或另一个加热燃料,或者不需要冷却相关的电子功率模块14a、14b,则三通阀19a、19b可以经由相应的旁路管道18a、18b来引导燃料。
Claims (11)
1.一种组件,所述组件包括:
燃料供应回路(15,15a,15b),所述燃料供应回路构造成向涡轮热力发动机供应燃料;
电子模块(14,14a,14b);
功率源(13,13a,13b),所述功率源用于向所述电子模块(14,14a,14b)供电;
热交换器(16,16a,16b),所述热交换器布置成允许热量从所述电子模块(14,14a,14b)流动到所述燃料供应回路(15,15a,15b),
所述组件的特征在于,所述电子模块(14,14a,14b)包括相变材料(PCM),所述相变材料构造成当其温度达到预定相变温度(Tf)时改变状态。
2.根据前述权利要求所述的组件,其中,所述预定相变温度(Tf)小于燃料的蒸发温度(Tv)。
3.根据前述权利要求中任一项所述的组件,其中,所述电子模块(14,14a,14b)是电子功率模块,所述电子功率模块构造成转换由所述功率源(13,13a,13b)供应的能量。
4.根据前述权利要求中任一项所述的组件,其中,所述相变温度(Tf)小于150℃,优选地小于140℃。
5.根据前述权利要求中任一项所述的组件,其中,所述电子模块(14,14a,14b)包括以下部件:
-形成支撑体的基部衬底(100);
-布置在所述支撑体上的电子元件(110),
并且其中,所述交换器(16,16a,16b)相对于所述基部衬底(100)位于与所述元件(110)相对的一侧。
6.根据权利要求5所述的组件,其中,所述电子元件(110)封装在相变材料(PCM)中。
7.根据权利要求5或6所述的组件,其中,所述相变材料(PCM)集成到所述基部衬底(100)中。
8.根据权利要求5或6或7所述的组件,其中,所述电子模块(14,14a,14b)包括冷板(120),并且其中,所述相变材料(PCM)集成到所述冷板中。
9.一种功率单元(4),所述功率单元包括:
涡轮热力发动机(5a,5b);
根据前述权利要求中任一项所述的组件,
其中,所述燃料供应回路(15,15a,15b)构造成供应所述热力发动机(5a,5b)。
10.根据前一项权利要求所述的功率单元(4),其中,所述功率源是电机(13,13a,13b),所述电机能够作为发动机或发电机运行,并且其中,所述电机机械地联接到所述热力发动机的旋转轴。
11.使用根据权利要求1至8中任一项所述的组件或使用根据权利要求9至10中任一项所述的功率单元来加热燃料的方法,其中,所述燃料在所述燃料供应回路(15,15a,15b)的热交换器(16,16a,16b)中通过由所述电子模块(14)经由所述相变材料(PCM)散发的热量被加热。
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PCT/FR2017/051506 WO2017216462A1 (fr) | 2016-06-13 | 2017-06-12 | Intégration d'un matériau à changement de phase pour limiter la température du carburant à partir d'un module électronique |
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KR102191753B1 (ko) * | 2018-12-12 | 2020-12-16 | 한국철도기술연구원 | Pcm 내장형 히트싱크 |
FR3097594B1 (fr) * | 2019-06-21 | 2023-05-12 | Safran Aircraft Engines | Rampe d’alimentation en carburant et chambre de combustion pour turbomachine |
US20210207540A1 (en) * | 2020-01-02 | 2021-07-08 | United Technologies Corporation | Systems and methods for fuel cell auxiliary power in secondary fuel applications |
US20220178306A1 (en) * | 2020-12-09 | 2022-06-09 | Pratt & Whitney Canada Corp. | Method of operating an aircraft engine and fuel system using multiple fuel types |
GB202201316D0 (en) | 2022-02-02 | 2022-03-16 | Rolls Royce Plc | Combination of a gas turbine engine and a power electronics |
GB202201313D0 (en) * | 2022-02-02 | 2022-03-16 | Rolls Royce Plc | Combination of a gas turbine engine and a power electronics |
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FR2967132B1 (fr) | 2010-11-04 | 2012-11-09 | Turbomeca | Procede d'optimisation de la consommation specifique d'un helicoptere bimoteur et architecture bimoteur dissymetrique a systeme de regulation pour sa mise en oeuvre |
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2016
- 2016-06-13 FR FR1655451A patent/FR3052440B1/fr active Active
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2017
- 2017-06-12 WO PCT/FR2017/051506 patent/WO2017216462A1/fr unknown
- 2017-06-12 US US16/309,137 patent/US11085376B2/en active Active
- 2017-06-12 CA CA3027116A patent/CA3027116A1/fr active Pending
- 2017-06-12 JP JP2019517173A patent/JP6946423B2/ja active Active
- 2017-06-12 EP EP17736986.5A patent/EP3468874B1/fr active Active
- 2017-06-12 PL PL17736986T patent/PL3468874T3/pl unknown
- 2017-06-12 KR KR1020197000668A patent/KR102371526B1/ko active IP Right Grant
- 2017-06-12 RU RU2019100090A patent/RU2740107C2/ru active
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Patent Citations (5)
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US20030094543A1 (en) * | 2001-11-21 | 2003-05-22 | Matos Jeffrey A. | Method and apparatus for treating fuel to temporarily reduce its combustibility |
CN101576132A (zh) * | 2009-06-05 | 2009-11-11 | 浙江万安科技股份有限公司 | 一种液体相变制动器 |
US20120240593A1 (en) * | 2011-03-22 | 2012-09-27 | Pratt & Whitney Canada Corp. | Fuel system for gas turbine engine |
US20130147050A1 (en) * | 2011-12-12 | 2013-06-13 | Advanced Cooling Technologies, Inc. | Semiconductor having integrally-formed enhanced thermal management |
CN104884766A (zh) * | 2012-12-28 | 2015-09-02 | 通用电气公司 | 涡轮发动机组件及双燃料飞行器系统 |
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EP3468874A1 (fr) | 2019-04-17 |
FR3052440A1 (fr) | 2017-12-15 |
RU2019100090A (ru) | 2020-07-14 |
KR102371526B1 (ko) | 2022-03-07 |
RU2019100090A3 (zh) | 2020-09-18 |
JP2019527317A (ja) | 2019-09-26 |
US20190309687A1 (en) | 2019-10-10 |
CA3027116A1 (fr) | 2017-12-21 |
PL3468874T3 (pl) | 2020-09-07 |
FR3052440B1 (fr) | 2018-05-18 |
EP3468874B1 (fr) | 2020-04-29 |
WO2017216462A1 (fr) | 2017-12-21 |
JP6946423B2 (ja) | 2021-10-06 |
CN109311539B (zh) | 2022-02-11 |
US11085376B2 (en) | 2021-08-10 |
KR20190017916A (ko) | 2019-02-20 |
RU2740107C2 (ru) | 2021-01-11 |
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