CN109311631B - Elevator with a movable elevator car - Google Patents
Elevator with a movable elevator car Download PDFInfo
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- CN109311631B CN109311631B CN201780034736.2A CN201780034736A CN109311631B CN 109311631 B CN109311631 B CN 109311631B CN 201780034736 A CN201780034736 A CN 201780034736A CN 109311631 B CN109311631 B CN 109311631B
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- car
- brake
- brakes
- braking force
- control unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B1/00—Control systems of elevators in general
- B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
- B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
- B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
- B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Maintenance And Inspection Apparatuses For Elevators (AREA)
- Elevator Control (AREA)
Abstract
The invention aims to solve the problem that the redundancy of a brake obtained by a double brake cannot be ensured during the brake releasing operation. An elevator according to the present invention includes a car, a plurality of brakes that apply braking force to movement of the car, and a controller that controls the braking force of the plurality of brakes, the controller including: a brake release control unit that releases 1 or more brakes of the plurality of brakes in a release state in which no braking force is generated during the rescue operation; and a car movement control unit that changes a braking force of a brake that is not released from the plurality of brakes during the rescue operation, thereby setting the car movement control state in which the movement speed of the car is controlled.
Description
Technical Field
The present invention relates to elevators.
Background
In a conventional elevator, a power converter rotates a motor, and a rope moves in the vertical direction via a sheave connected to the motor, thereby lifting and lowering a car connected to the rope. When a failure occurs in a part of a drive system such as the power converter, the motor, and an encoder connected to the motor, the elevator stops. The stopping position of the elevator car is between floors, and at this time, if a passenger is in the car, the passenger is closed.
As a method for rescuing a passenger who is turned off due to such a failure of the drive system, rescue by a maintenance operator is generally performed. In particular, when the weight in the car does not match the counterweight, the brake is manually released, so that the car is moved to the nearest floor by utilizing the imbalance with the counterweight, and the passengers are rescued. Further, as described in patent document 1, there is a method of saving passengers early by using a dedicated terminal for automatically releasing a brake.
Documents of the prior art
Patent document
Patent document 1: international publication No. 2009/013821
Disclosure of Invention
Technical problem to be solved by the invention
However, as represented by the rescue operation technique disclosed in patent document 1, although the brakes of a general elevator are doubled, a drive circuit for operating the brakes is used singly. Therefore, when the car is moved by intermittently releasing the brake at the time of the rescue operation, both of the brakes are intermittently switched, and therefore, the redundancy of the brake cannot be secured at the time of the rescue operation.
Technical scheme for solving technical problem
In order to solve the above problems, an elevator according to the present invention includes a car, a plurality of brakes that apply braking force to movement of the car, and a controller that controls the braking force of the plurality of brakes, wherein the controller includes: a brake release control unit that releases 1 or more brakes of the plurality of brakes in a release state in which no braking force is generated during the rescue operation; and a car movement control unit that changes a braking force of a brake that is not released from the plurality of brakes during the rescue operation, thereby setting the car movement control state in which the movement speed of the car is controlled.
Effects of the invention
According to the present invention, the redundancy of the braking force of the brake can be ensured during the rescue operation.
Drawings
Fig. 1 is an overall configuration diagram showing an embodiment of the present invention.
Fig. 2 is a block diagram showing a process of the braking force control unit according to the embodiment.
Fig. 3 is a diagram showing an outline of an operation in one embodiment.
FIG. 4 is a flow diagram in one embodiment.
Detailed Description
Hereinafter, one embodiment will be described in detail with reference to the drawings.
First embodiment
Fig. 1 is a diagram showing an overall configuration of an elevator according to the present invention, and an elevator controller 100 controls movement of a car 104 of the elevator. The elevator controller 100 includes a braking force control unit 20 in addition to the elevator control unit 2 that controls the operation of the elevator.
The car 104 moves in an elevator shaft formed in a building across a plurality of floors, and is connected via a rope to a counterweight 105 for balancing the car 104. The car 104 is provided with a car side door that is engaged with and opened and closed by the landing side door. The movement of the car 104 is performed by driving a sheave by the motor 103. The power converter 101 supplies power for driving to the motor 103. The power converter 101 outputs power for controlling the motor in accordance with a car position control command of the elevator controller 100. Further, a pulse generator such as a motor encoder is attached to the motor 103, and the elevator controller 100 counts pulses generated by the rotation of the motor 103 to calculate the speed of the motor 103, the elevator shaft moving direction, the position, the moving distance, and the like of the car 104. When the elevator controller is to brake the car, a brake power supply stop command and a power supply stop command (not shown) are output. Upon receiving these stop commands, the brake power source operates the 1 st brake 102A and the 2 nd brake 102B, and the power source cuts off the power supply to the power converter 101, thereby braking the car 104. The brake power source and the power source are circuits formed by electromagnetic contactors called contactors.
The 1 st brake 102A and the 2 nd brake 102B are constituted by brake pads for braking the sheave by frictional sliding, solenoid coils for raising the brake pads to secure a gap between the sheave and the brake pads, and an iron core (core body). In general, when electric power is supplied to the solenoid coil, the brake pad is raised by the electromagnetic force, and the sheave is free to rotate without being restrained by the brake pad. The solenoid coil is energized via a relay from the brake power supply. The 1 st brake 102A and the 2 nd brake 102B are each configured to be mechanically independent. The 1 st brake 102A and the 2 nd brake 102B are configured as follows: the braking force can be changed by a circuit that controls a current (brake current) flowing to the solenoid coil by the 1 st and 2 nd brake current control circuits 21A and 21B corresponding to each other. The 1 st brake current control circuit 21A and the 2 nd brake current control circuit 21B are also configured to be independent of each other. The 1 st brake 102A and the 2 nd brake 102B each have a braking force sufficient to stop the car 104 and the counterweight 105 even if they are separate.
The 1 st brake current control circuit 21A and the 2 nd brake current control circuit 21B are constituted by a converter that controls current or voltage such as an inverter circuit or a chopper circuit, a hall CT that detects brake current, and a controller that controls brake current, and receive a current command value (brake current command) flowing through a solenoid coil from the elevator controller 100, and control the brake current based on the command value. In addition, although the brake structure in which the braking force corresponding to the current using the solenoid coil is changed is exemplified as the structure for changing the braking force in the present embodiment, for example, a brake in which the braking force is changed according to the distance by using a direct-acting actuator, or a brake (a shoe brake or the like) in which the braking force is changed according to the rotation angle by using a rotating mechanism may be used. In short, any configuration may be used as long as the braking force of the brake is changed in response to a certain command, and the configuration is not dependent on the type of the brake.
The balance sensor 4 detects the number of passengers in the car. If in normal operation, the required torque for compensating the weight difference of the car and the counterweight is calculated. The balance sensor adopts the following modes: when the car floor is made of metal, the weight is estimated from the deflection of the car floor by a proximity sensor or the like provided in the car frame. The position sensor 5 is a door zone sensor that detects the detection plate 6, thereby detecting whether the elevator is located at a position where the door can be opened.
The safety controller 1 is a controller constituting a safety system, and is independent from the elevator controller 100, and brakes the car 104 by disconnecting the brake power supply and the motive power supply. The safety controller 1 is configured mainly with a CPU (Central Processing Unit) that executes Processing, and includes a watchdog timer for detecting an abnormality of the CPU and a circuit for monitoring a power supply abnormality in addition to the CPU. In order to detect processing abnormality of the CPU, the CPU may be duplicated to perform comparison.
The input of the safety controller 1 is constituted by a detection device 7 for detecting the position, speed, and acceleration of the car, and means (not shown) for detecting the operation of the elevator safety device. The detection device 7 for detecting the position, speed, and acceleration of the car is, for example, a pulse generator that outputs a pulse according to the position of the car, and in the present embodiment, a configuration in which a governor encoder is attached to a governor is illustrated. In addition, the present invention may be of a type in which the rollers are directly pressed against the guide rails to detect the movement of the car, a type in which the rails are magnetized to detect the movement, or the like, as long as the absolute or relative position of the car can be detected.
The output of the safety controller 1 is composed of brake power supply cutoff outputs 9A and 9B and a power supply cutoff output 10, and an information output 23 in which the position and speed of the car are detected by the safety controller. The brake power supply interruption outputs 9A and 9B interrupt the brake power supply and are outputs for operating the 1 st brake 102A and the 2 nd brake 102B, respectively. Similarly, the power source off output 10 is an output for stopping the motor 103 by turning off the power source of the power converter 101. These outputs are used to brake the car.
Fig. 2 is a block diagram of the braking force control unit 20, and the outline of the braking force control unit 20 will be described with reference to this drawing. The rescue operation start detection unit 30 of the braking force control unit 20 is a detection unit that detects the rescue operation start command transmitted from the elevator control unit 2 of the elevator controller 100, and transmits the rescue operation start or stop command identified by the rescue operation start command to the rescue operation control unit 32. The car position/speed detecting unit 31 receives the car position and speed information output 23 input from the safety controller 1, detects the car position and speed of the elevator car in the current elevator shaft, and outputs the detected values to the rescue operation control unit 32. The rescue operation control unit 32 controls the rescue operation based on the start or stop command of the rescue operation received from the rescue operation start detection unit 30 and the car position and speed information of the elevator car of this number received from the car position/speed detection unit 31. The brake release control unit 33 is a control unit that generates a brake raising command for raising the one-side brake (here, the 1 st brake 102A as an example) based on a command from the emergency operation control unit 32. The car movement control unit 34 is a control unit that generates a brake car movement permission command to a brake (here, the 2 nd brake 102B) that moves the car by releasing the brake, based on a command from the rescue operation control unit 32. More specifically, the brake release control unit 33 outputs a current command for bringing the 1 st brake 102A into the release-increasing state to the 1 st brake current control circuit 21A. The car movement control unit 34 outputs a current command for moving the car to the 2 nd brake current control circuit 21B in order to bring the 2 nd brake 102B into the car movement control state.
When the overtaking or overspeed of the car position is detected based on the car position/speed output from the car position/speed detection unit 31, the emergency operation control unit 32 stops the increase in braking of the 1 st brake 102A, and outputs a braking command to the 1 st brake current control circuit 21A so that the 1 st brake 102A in the released state is in a braking state in which the car is braked by applying a braking force. The emergency operation control unit 32 also outputs a braking command to the 2 nd brake current control circuit 21B so that the 2 nd brake 102B is also brought from the car movement control state to the braking state in which the car is stopped.
Fig. 3 shows in time series the relationship between the brake car movement permission command generated by the car movement control section 34, the brake raising command (brake release command) generated by the brake release control section 33, the overspeed detection signal generated by the rescue operation control section 32, the 2 nd brake current command, which is the current command for moving the car generated by the car movement control section 34, the 1 st brake current command for releasing the brake generated by the brake release control section 33, and the car speed. For convenience of explanation, the time axis is divided into 4 sections (a) to (d). Further, the brake car movement permission command is applied to the 2 nd brake 102B, and the brake raising command (brake release command) is applied to the 1 st brake 102A, but the relationship may be reversed. The basic operation method will be described below in order from the section (a).
In the section (a), the brake car movement permission command and the brake raising command are in a state of 0, that is, the car is in a state in which the car is stationary due to the brakes applied to the car by the two brakes. Thus, the car speed is 0.
In the section (b), the brake release control unit 33 sets the brake release command to the on state. In response, the brake release control unit 33 sends the 1 st brake current command to the 1 st brake current control circuit 21A. The 1 st brake 102A is supplied with power from the 1 st brake current control circuit 21A, and the 1 st brake 102A is raised from the sheave. At this time, the 2 nd brake 102B is in contact with the sheave, and the car is braked by the braking force, so the car speed state is 0.
In the section (c), the car movement control unit 34 sets the brake car movement permission command to the on state, and sets the 2 nd brake 102B to move the car. At this time, the car movement control portion 34 outputs a 2 nd brake current command for intermittently releasing the brake to the 2 nd brake current control circuit 21B. Upon receiving the command, the 2 nd brake current control circuit 21B intermittently releases the 2 nd brake 102B, thereby moving the car. Therefore, the car speed is generated in the section (c). The state in which the mechanical or electrical problem of the 2 nd brake 102B and the car acceleration occur is also exemplified. In the present embodiment, the 2 nd brake current is changed to intermittently release the 2 nd brake 102B, but the 2 nd brake current may be set to a constant current to continuously apply a constant braking force to the sheave by the 2 nd brake 102B.
In the section (d), the rescue operation control unit 32 detects an overspeed. The car position/speed detection unit 31 receives the car position and speed information output 23 input from the safety controller 1, detects the car position and speed of the elevator car in the current elevator shaft, and outputs the detected values. When the detected value is an overspeed, the rescue operation control unit 32 raises the overspeed detection command and sets the brake car movement permission command and the brake raising command to 0. Thus, the current commands given to the 1 st brake current control circuit 21A and the 2 nd brake current control circuit 21B are set to 0, and the car is braked. At this time, although the 2 nd brake 102B may fail to brake the car due to some problem, the car can be more safely braked by braking with the 1 st brake 102A on standby.
Fig. 4 shows a flowchart of the rescue operation control. In step S101, the rescue operation control unit 32 determines on (start)/off (stop) of the rescue operation start command output from the rescue operation start detection unit 30. When the rescue operation start instruction is turned off, the processing is ended. When the rescue operation start command is turned on, the process proceeds to step S102. The condition for the rescue operation start instruction to be turned on is generally set to: a situation where a passenger is confined in the car and the motor or the like cannot be driven due to some abnormality, and the like. Although the operation is referred to as a rescue operation, the control may be performed in a state where the passenger is not necessarily confined in the car and needs to be rescued while the passenger is boarding.
In addition, the brake is required to operate normally as an operating condition at this time. The condition for the rescue operation start instruction to be turned off is set as follows: when the vehicle reaches the position of the openable door at the nearest floor during normal operation, rescue operation, or when an abnormality of the brake is detected.
In step S102, it is determined whether the car speed V is 0. When the car speed V output from the car position/speed detection unit 31 is 0, the rescue operation control unit 32 determines that the car is in a stopped state and the rescue operation can be started, and proceeds to step S104. When the car speed V is not 0, the car moves for some reason, and the process proceeds to step S103 for stopping the car.
In step S103, the emergency operation control unit 32 sets the brake car movement permission command and the brake raising command to 0, and performs braking using two brakes.
In step S104, the brake release control unit 33 turns on a brake up command for releasing the one-side brake, and transmits a current command to the brake current control circuit that is to be released.
In step S105, it is detected that the brake that was raised in step S104 is in the raised state. The elevation of the brake is usually detected by using a switch for detecting the mechanical operation of the brake, such as a brake detection switch. The brake may be raised either way, but for example, the first operation may be the 1 st brake 102A and the next operation may be the 2 nd brake 102B by alternately switching. By this alternate switching, the wear of the 1 st brake 102A and the 2 nd brake 102B can be equalized. If the brake increase is not detected in step S105, the normal operation of the brake to be increased cannot be expected, and therefore, the present operation is stopped. More specifically, the process proceeds to step S103.
In step S106, the car movement control unit 34 turns on the brake car movement permission command. A current command is sent from the car movement control section 34 to a brake current control circuit connected to a brake that controls the movement of the car. At this time, the current command is set and transmitted with a target value at which the car reaches a predetermined speed. The predetermined speed is a speed lower than a speed detected as an overspeed value described later.
In step S107, the emergency running control unit 32 detects an overspeed of the car based on the speed of the car calculated by the car position/speed detection unit 31. When the current car speed is higher than the overspeed value, the process proceeds to step S108.
In step S108, the rescue operation control unit 32 raises the overspeed detection command and sets the brake car movement permission command and the brake raising command to 0. Accordingly, the current command given to each brake current control circuit becomes 0, and the brake is not attracted to brake the sheave to brake the car. In this case, the car is braked and a maintenance person is called to save the car. The overspeed value may be set to be equal to or lower than the speed at which the governor operates. Further, for the purpose of further safety, since the influence of the acceleration change is small for the passenger in the braking in the low speed state, the braking may be set in accordance with, for example, the maintenance operation speed or the operation speed at the time of construction. Although an example of overspeed is shown in this step, the threshold value may be set to the car position, and the brake may be applied in accordance with the car passing by. If the speed of the car is lower than the overspeed value, the process proceeds to step S109.
In step S109, the car position/speed detection unit 31 receives the car position and speed information output 23 input from the safety controller 1, detects the car position and speed of the elevator of the current elevator shaft, and the emergency operation control unit 32 determines whether or not the car has reached the nearest floor. In the case of reaching the nearest floor, the flow proceeds to step S110.
In step S110, the emergency operation control unit 32 sets the brake car movement permission command and the brake raising command to 0, and sets the two brakes to a braking state to stop the car. The rescue operation control section 32 releases the car door and ends the rescue operation. If the nearest floor is not reached, the process returns to step S107.
According to the above configuration, the elevator controller can secure the braking force of the brake on standby by preparing the brake in the standby state in which the braking force does not act during the rescue operation. Therefore, when the car is moved by controlling the braking force by the other brake, even if the car is in an overspeed state and cannot be braked by the other brake, the car can be safely stopped by braking with the brake on standby with the braking force secured.
In addition, since both of the double brakes are intermittently switched, the wear of the shoes of the brakes progresses simultaneously. The braking force of the brake is reduced by the wear, and the speed of the car moves faster than expected according to the progress of the wear, and it may be difficult to control the speed of the car by repeated release of the brake, and the shoe of the brake may eventually fail to brake the sheave, and the car may not stop at a predetermined position. In the present embodiment, as described above, since the redundancy of the braking force of the brake can be ensured even in the rescue operation, the occurrence of the above-described situation can be suppressed.
In the present embodiment, the description has been given of the case where 2 brakes, that is, the 1 st brake 102A and the 2 nd brake 102B, are used, but 3 or more brakes may be used. Even when 1 or more of the brakes are released, the car can be braked by the remaining brakes.
Description of the reference symbols
1 safety controller
2 Elevator control part
4 balance sensor
5 position sensor
7 detection device for detecting position, speed and acceleration of car
20 braking force control part
100 Elevator controller
102A 1 st brake
102B 2 nd brake
Claims (6)
1. An elevator is characterized in that the elevator is provided with a lifting device,
comprising a car, a plurality of brakes for applying braking force to the movement of the car, and a controller for controlling the braking force of the plurality of brakes,
the controller includes: a brake release control unit that releases 1 or more brakes of the plurality of brakes in a release state in which no braking force is generated during a rescue operation; and a car movement control unit that changes a braking force of a brake that is not released from the plurality of brakes during a rescue operation to set a car movement control state in which a movement speed of the car is controlled,
the brake current control circuit provided independently corresponding to each of the plurality of brakes receives a brake current command from the controller, and changes the braking force of each brake so that the brake in the released state and the brake in the car movement control state are alternately switched.
2. Elevator according to claim 1,
comprises a movement detection means for detecting movement of the car,
the controller includes: a car position/speed detection unit that detects a moving speed of the car based on the movement detection means; and a rescue operation control unit for controlling the rescue operation based on the moving speed of the car transmitted from the car position/speed detection unit,
the rescue operation control unit sets the released brake to a braking state in which the brake generates a braking force to stop the car when the moving speed of the car detected by the car position/speed detection unit exceeds a threshold value.
3. Elevator according to claim 2,
the rescue operation control unit sets the brake in the car movement control state to the braking state when the moving speed of the car detected by the car position/speed detection unit exceeds a threshold value.
4. Elevator according to claim 2,
the emergency operation control unit sets all of the plurality of brakes to the braking state when the position of the car detected by the car position/speed detection unit is at a flat position.
5. Elevator according to claim 2,
the braking forces of the plurality of brakes include at least a braking force capable of braking the car even if one of the plurality of brakes is released.
6. Elevator as defined in claim 5,
the plurality of brakes are two brakes each having a braking force capable of individually braking the car.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2016-133860 | 2016-07-06 | ||
| JP2016133860A JP6655489B2 (en) | 2016-07-06 | 2016-07-06 | Elevator |
| PCT/JP2017/014787 WO2018008220A1 (en) | 2016-07-06 | 2017-04-11 | Elevator |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109311631A CN109311631A (en) | 2019-02-05 |
| CN109311631B true CN109311631B (en) | 2020-06-23 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201780034736.2A Active CN109311631B (en) | 2016-07-06 | 2017-04-11 | Elevator with a movable elevator car |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP6655489B2 (en) |
| CN (1) | CN109311631B (en) |
| WO (1) | WO2018008220A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2020127982A1 (en) * | 2018-12-20 | 2020-06-25 | Inventio Ag | Method for moving an elevator car of an elevator for evacuating passengers, and brake opening device for moving an elevator car of an elevator for evacuating passengers |
| WO2020261390A1 (en) * | 2019-06-25 | 2020-12-30 | 三菱電機株式会社 | Elevator device |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2030184U (en) * | 1987-12-14 | 1989-01-04 | 沈阳机床齿轮厂 | Emergency device for lift |
| CN1351571A (en) * | 1999-03-26 | 2002-05-29 | 奥蒂斯电梯公司 | Elevator rescue system |
| CN101531310A (en) * | 2009-01-23 | 2009-09-16 | 浙江屹立电梯有限公司 | A control method and control device of remote switching-off of elevator without machine room |
| CN102390772A (en) * | 2011-11-04 | 2012-03-28 | 上海微频莱机电科技有限公司 | Elevator self-help system |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5965628A (en) * | 1982-10-07 | 1984-04-13 | Mitsubishi Electric Corp | Braking device |
| JP4558352B2 (en) * | 2004-03-04 | 2010-10-06 | 三菱電機株式会社 | Elevator failure rescue operation device |
| CN101646619B (en) * | 2007-04-26 | 2012-05-09 | 三菱电机株式会社 | Elevator device |
| JP2010208778A (en) * | 2009-03-09 | 2010-09-24 | Toshiba Elevator Co Ltd | Elevator |
| EP3008007B1 (en) * | 2013-06-13 | 2017-03-29 | Inventio AG | Braking methods for a passenger transport installation, brake control for performing the brake method and passenger transport installation with a brake control |
-
2016
- 2016-07-06 JP JP2016133860A patent/JP6655489B2/en active Active
-
2017
- 2017-04-11 WO PCT/JP2017/014787 patent/WO2018008220A1/en active Application Filing
- 2017-04-11 CN CN201780034736.2A patent/CN109311631B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2030184U (en) * | 1987-12-14 | 1989-01-04 | 沈阳机床齿轮厂 | Emergency device for lift |
| CN1351571A (en) * | 1999-03-26 | 2002-05-29 | 奥蒂斯电梯公司 | Elevator rescue system |
| CN101531310A (en) * | 2009-01-23 | 2009-09-16 | 浙江屹立电梯有限公司 | A control method and control device of remote switching-off of elevator without machine room |
| CN102390772A (en) * | 2011-11-04 | 2012-03-28 | 上海微频莱机电科技有限公司 | Elevator self-help system |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2018008220A1 (en) | 2018-01-11 |
| JP2018002436A (en) | 2018-01-11 |
| JP6655489B2 (en) | 2020-02-26 |
| CN109311631A (en) | 2019-02-05 |
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