CN1939763B - 半主动防侧倾系统 - Google Patents
半主动防侧倾系统 Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/06—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
- B60G21/073—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/10—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces not permanently interconnected, e.g. operative only on acceleration, only on deceleration or only at off-straight position of steering
- B60G21/106—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces not permanently interconnected, e.g. operative only on acceleration, only on deceleration or only at off-straight position of steering transversally
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- B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract
本发明公开了一种用于车辆等的悬架系统,特别是一种半主动防侧倾系统,其中该系统包括四个分别分布在四个车轮上的电控致动器。每个致动器由电控单元控制。左前和右前致动器相互机械连接。左后和右后致动器也相互机械连接。两个前致动器和两个后致动器之间唯一的连接是通过电控单元的电连接。
Description
技术领域
本发明涉及用于车辆等的悬架系统。更特别地,本发明涉及半主动防侧倾系统,该系统控制着车辆在拐弯等操作时的侧倾。
背景技术
这一部分的陈述只是提供与本发明有关的背景信息,不构成现有技术。
悬架系统用于车辆在垂直路面不规则的路面上行驶时,过滤或隔离车身(簧上部分)与车轮和车轴(簧下部分),并控制车身和车轮的运动。另外,悬架系统还用于保持平均车辆姿态,以提高车辆操作时的平稳性。典型的被动悬架系统包括平行地安装于车辆的簧上部分和簧下部分之间的弹簧和减振装置。
液压致动器,例如减振器和/或支柱,连接到传统的被动悬架系统,其用于吸收车辆在行驶时产生的不需要的振动。为了吸收这种不需要的振动,液压致动器包括设置在液压致动器的压力缸中的活塞。活塞通过活塞杆连接到簧上部分或车身。因为在压力缸中的活塞移动时,活塞可以限制液压致动器的工作腔中减振液的流动,液压致动器能够产生阻尼力来抵消悬架的振动。工作腔中的减振液被活塞限制的程度越大,液压致动器产生的阻尼力就越大。
近几年来,能够在传统被动悬架系统上进行改进,提供改良的舒适性和道路操作性的汽车悬架系统带来了实质性的利益。一般的,这些改进都是通过运用能够电控制液压致动器产生的悬架力的“智能”悬架系统取得的。
在实现称为半主动或全主动悬架系统的理想“智能”悬架系统中可能会有不同级别。一些系统基于阻止活塞运动的动态力控制和产生阻尼力。另外一些系统基于作用于活塞上并与压力缸中的活塞速度无关的静态力或者缓慢变化的动态力控制和产生阻尼力。其他一些更精密的系统不论压力缸中的活塞的位置和运动情况如何,能够在液压致动器的回弹和压缩运动中产生可变的阻尼力。
除了运用半主动或者全主动悬架系统来控制液压致动器产生的阻尼力,通过把车辆的左角和右角相互连接起来,在悬架系统中添加防侧倾装置也是有利的。
发明内容
悬架系统结合了半主动阻尼系统和主动防侧倾系统的优点。两个前液压致动器和两个后液压致动器通过流体管路各自机械地相互连接。前液压致动器和后液压致动器没有机械地相互连接。前液压致动器和后液压致动器之间没有使用流体管路,而是运用电控制器的电连接连接着前悬架和后悬架。
更进一步的应用领域在这里的描述中将变得明白。应该理解为描述和特例仅是为了说明的目的,而不是为了限制本发明的范围。
附图说明
在这里描述的附图仅为说明的目的,而不是为了限制本发明的范围。
图1为包含有根据本发明的悬架系统的车辆的示意图。
图2为图1所示的悬架系统的示意图。
具体实施方式
下面的描述实质上仅是示例性的,不是用于限制本发明、应用或使用。如图1所示,包含有根据本发明的悬架系统的车辆总体上由参考数字10指示。车辆10包括后悬架12、前悬架14和车身16。后悬架12有横向伸张的适于可操作地支撑一对后轮18的后轴组件(未示出)。后轴通过一对致动器20和一对弹簧22连接到车身16。相似地,前悬架14包括横向伸张的适于可操作地支撑一对前轮24的前轴组件(未示出)。前轴组件通过一对致动器26和一对弹簧28连接到车身16。致动器20和26用于抑制车辆10的簧下部分(即前悬架14和后悬架12)相对于簧上部分(即车身16)的相对运动。在每个车轮18和车轮24上的传感器(未示出)监测着车身16相对于后悬架12和前悬架14的位置和/或速度和/或加速度。虽然车辆10被描述为具有前轴组件和后轴组件的轿车,致动器20和26可以用于其他类型的车辆中或其他类型的应用,包括但不限于具有非独立前悬架和/或非独立后悬架的车辆,具有独立前悬架和/或独立后悬架或者其他现有技术中已知的悬架系统的车辆中。进一步,这里所用的术语“减振器”总地来说是指阻尼器,因而包括麦弗逊支架和现有技术中已知的其它阻尼器设计。
参看图2,对后悬架12和前悬架14进行了示意性描述。每个致动器20和26包括压力缸30a-30d、活塞32a-32d和活塞杆34a-34d。
压力缸30a-30d分别限定了工作腔42a-42d。活塞32a-32d分别可滑动地设置在压力缸30a-30d中,并分别将工作腔42a-42d分为上工作腔44a-44d和下工作腔46a-46d。活塞32a-32d经历相对于压力缸30a-30d的滑动运动,而不会产生不适宜的摩擦力,活塞32a-32d密封隔开上工作腔44a-44d和下工作腔46a-46d。活塞杆34a-34d分别连接到活塞32a-32d,并伸出上工作腔44a-44d和上端盖或者封闭着压力缸30a-30d上端的导向座48a-48d。密封系统密封着导向座48a-48d、压力缸30a-30d和活塞杆34a-34d之间的界面。活塞杆34a-34d相对于活塞32a-32d的一端适于连接到车辆10的簧上部分。压力缸30a-30d相对于导向座48a-48d的一端适于连接到车辆10的簧下部分。
与上工作腔44a-44d连通的是第一止回阀50a-50d、第二止回阀52a-52d和电控可变阀54a-54d。第一止回阀50a-50d禁止从上工作腔44a-44d流来的流体,但是允许流体流入上工作腔44a-44d。第二止回阀52a-52d允许来自于上工作腔44a-44d的流体,但是禁止流体流入上工作腔44a-44d。电控可变阀54a-54d如下所述控制流体流动。
与下工作腔46a-46d连通的是第一止回阀60a-60d、第二止回阀62a-62d和电控可变阀64a-64d。第一止回阀60a-60d禁止从下工作腔46a-46d流来的流体,但是允许流体流入下工作腔46a-46d。第二止回阀62a-62d允许来自于下工作腔46a-46d的流体,但是禁止流体流入下工作腔46a-46d。电控可变阀64a-64d如下所述控制流体流动。储液器66a-66d如下所述与工作腔42a-42d连通。
第一互连流体管路70和第二互连流体管路72允许前致动器26的工作腔42a和工作腔42b如下所述相互连通。第三互连流体管路74和第四互连流体管路76允许后致动器20的工作腔42c和工作腔42d如下所述相互连通。电控单元78与电控可变阀54a-54d连通,与电控可变阀64a-64d连通,并且与分别置于车轮18和车轮24上监测车身16相对于后悬架12和前悬架14的位置和/或速度和/或加速度的传感器连通。
后悬架12和前悬架14的结构基本上相同。后悬架12和前悬架14之间没有机械连接,只有通过电控单元78的电连接。如上具体所述,悬架系统包括:四个致动器(两个后致动器20和两个前致动器26);四个储液器66a-66d;八个电控可变阀54a-54d和64a-64d;十六个止回阀50a-50d、52a-52d、60a-60d、62a-62d;四个互连流体管路72-78。悬架系统的工作原理将在下面的五个工作模式:跳振输入、单轮输入、侧倾输入、铰接输入和俯仰输入中进行说明。
跳振
在单纯的跳振模式中,所有的四个车轮将同步地移动。车辆10的每个角落的流体应该相同。左前致动器26的工作原理将被描述。应该理解,流入右前致动器26和左后、右后致动器20的流体与如下所述的左前致动器26相同。
当左前致动器26压缩时,流体从下工作腔46a中被推出,并通过止回阀62a。杆体积部分的流体通过电控可变阀64a被推进储液器66a。其他部分的流体通过电控可变阀54a、止回阀50a进入上工作腔44a。通过用电控单元78控制电控可变阀54a和64a来控制阻尼力。
当左前致动器26伸张或者回弹时,流体被推出上工作腔44a,通过止回阀52a、电控可变阀64a、止回阀60a,进入下工作腔46a。杆体积部分的流体流出储液器66a,通过止回阀60a进入下工作腔46a。通过用电控单元78控制电控可变阀64a来控制阻尼力。
如上所述,剩下的三个致动器26、20和20具有相同的工作原理,流体在跳振时如上所述地流动。
单轮
在单轮输入的情况下,有两种选择。这两种选择将在单轮输入到左前致动器26中进行描述。应该理解为左前致动器26的这两种选择和如下所述的流体的流动与右前致动器26和左后致动器20和右后致动器20的相同。
第一种选择是具备满单轮硬度。在这种选择时,电控单元78应该关闭电控可变阀54b和电控可变阀64b,以便在右前致动器26中不会出现流体流动。左前致动器26的流体流动如下所述。当左前致动器26被压缩时,流体被推出下工作腔46a,通过止回阀62a。杆体积部分的流体通过电控可变阀64a进入储液器66a。其他部分的流体被推通过电控可变阀54a、止回阀50a,进入上工作腔44a。通过用电控单元78控制电控可变阀54a和64a来控制阻尼力。
当左前致动器26伸张或者回弹时,流体被推出上工作腔44a,通过止回阀52a、电控可变阀64a、止回阀60a,进入下工作腔46a。杆体积部分的流体流出储液器66a,通过止回阀60a进入下工作腔46a。通过用电控单元78控制电控可变阀64a来控制阻尼力。
如上所述,剩下的三个致动器26、20和20具有相同的工作原理,流体如上所述地流动。
第二种选择是具备降低的单轮硬度,以提供增加的舒适度。在这种选择时,电控单元78应该打开电控可变阀54b和电控可变阀64b。当致动器26被压缩时,流体被推出下工作腔46a,通过止回阀62a。部分杆体积部分的流体通过电控可变阀64a进入储液器66a。另一部分杆体积部分的流体通过电控可变阀64a、互连管路70、止回阀50b,流入右前致动器26的上工作腔44。流体推动活塞32b朝下移动,流体从右前致动器26的下工作腔46b通过止回阀62b、电控可变阀64b,进入储液器66b。其他部分的流体通过电控可变阀54a、止回阀50a,进入上工作腔44a。通过用电控单元78控制电控可变阀54a和64a来控制阻尼力。
当左前致动器26伸张或者回弹时,流体被推出上工作腔44a,通过止回阀52a、电控可变阀64a、止回阀60a,进入下工作腔46a。部分杆体积部分的流体流出储液器66a,通过止回阀60a进入下工作腔46a。另一部分杆体积部分的流体从右前致动器26的上工作腔44b,通过止回阀52b、电控可变阀54b、互连管路70、止回阀60a,流入下工作腔46a。流体使活塞32b向上移动,来自储液器66b通过止回阀60b的流体在下工作腔中46b中流动。通过用电控单元78控制电控可变阀64a来控制阻尼力。
第二种选择提供了更少的整体单轮硬度。如上所述,剩下的三个致动器26、20和20具有相同的工作原理,流体如上所述地流动。
例倾
在侧倾模式下,悬架系统需要具有尽可能高的硬度。典型的侧倾运动是在左前轮和左后轮进入压缩,右前轮和右后轮进入伸张或回弹。相反的侧倾运动是在左前轮和左后轮进入伸张或回弹,右前轮和右后轮进入压缩。当车辆10在侧倾模式时,前轮之间的轴和后轮之间的轴在相同的方向上侧倾。用车辆10的前轮来描述流体流动。应该理解车辆10的后轮以相同的方式反应,并具有相同的流体流动。下面的描述也适用于当左轮进入压缩而右轮进入回弹或伸张行程的左侧倾。应该理解为反向的右侧倾的流体流动是相同的,但是在方向上相反。
在左侧倾中,电控可变阀54a和电控可变阀64b被关闭。从左前致动器26的下工作腔46a中流出的流体通过止回阀62a、电控可变阀64a,进入储液器66a。从右前致动器26的上工作腔44b中流出的流体通过止回阀52b、电控可变阀54b、互连管路70,进入储液器66a。流进左前致动器26的上工作腔44a中的流体是流出储液器66b,通过互连管路72、止回阀50a,流入上工作腔44a。流进右前致动器26的下工作腔46b中的流体是流出储液器66b,通过止回阀60b,流入下工作腔46b。通过电控单元78控制流过电控可变阀64a和54b的流体来控制侧倾阻尼。
如上所述,在左后致动器20和右后致动器20之间的流体流动与上述的左前致动器26和右前致动器26之间的流体流动相同。对于反方向的侧倾,在左后致动器20和左后致动器20之间的流体流动与左前致动器26和右前致动器26之间的流体流动与上面所述的方向相反。
铰接
在铰接的情况下,两个前轮之间的轴和两个后轮之间的轴在相反的方向上侧倾。在这种情况下,需要具有尽可能少的硬度。作为示例性的描述,下面的描述基于左前致动器26进入压缩,右前致动器26进入回弹行程,左后致动器20进入回弹行程,右后致动器20进入压缩行程。应该理解为当铰接出现在相反方向上时,流体的流动是相同的,但是在方向上相反。
在所述的铰接运动中,对于左前角和右前角,电控可变阀64a和54b都是关闭的。流体被推出左前致动器26的下工作腔46a,通过止回阀62a、电控可变阀54a。部分流体通过止回阀50a流入左前致动器26的上工作腔44a。杆体积部分的流体通过互连管路72、止回阀60b,流入右前致动器26的下工作腔46b。从右前致动器26的上工作腔44b中推出的流体通过止向阀52b、电控可变阀64b、止向阀60b,流入右前致动器26的下工作腔46b。没有流体进入或流出储液器66a和储液器66b,因而没有额外的硬度产生。通过电控单元78控制流过电控可变阀54a和64b的流体来控制阻尼特性。
在所述的铰接运动中,对于左后角和右后角,电控可变阀54c和64d都是关闭的。流体被推出右前致动器20的下工作腔46d,通过止回阀62d、电控可变阀54d。部分流体通过止回阀50d流入右后致动器20的上工作腔44d。杆体积部分的流体通过互连管路74、止回阀60c,流入左后致动器20的下工作腔46c。从左后致动器20的上工作腔44c中推出的流体通过止向阀52c、电控可变阀64c、止向阀60c,流入左后致动器20的下工作腔46c。没有流体进入或流出储液器66c和储液器66d,因而没有额外的硬度产生。通过电控单元78控制流过电控可变阀54d和64c的流体来控制阻尼特性。
俯仰
典型的俯仰运动是前左车轮和前后车轮进入压缩,而后左车轮和后右车轮进入伸张或回弹。相反的俯仰运动是前左车轮和前后车轮进入伸张或回弹,而后左车轮和后右车轮进入压缩。
在俯仰运动期间,除了前车轮和后车轮的运动方向相反,而不是四个车轮都在相同方向上运动之外,对前左和前右制动器的控制与上述对于跳振模式的描述相同。除了当后致动器20在伸张或回弹中运动时前致动器26将在压缩中运动,以及当后致动器20在压缩中运动时前致动器26将在伸张或回弹中运动之外,流体流动和上述对于跳振模式的描述相同。
上述的悬架系统,通过电控单元78,提供了电控所有类似于半主动阻尼系统的阻尼特性的能力,但是上述悬架系统也能控制单轮输入、车辆侧倾运动、铰接运动和俯仰运动。上述的悬架系统消除了侧倾、铰接和俯仰模式的机械去耦装置,仅用了电控单元78作为电去耦装置。
Claims (14)
1.一种悬架系统,包括:
第一减振器;
第二减振器;
在所述第一和第二减振器之间延伸的第一连通管路;
在所述第一和第二减振器之间延伸的第二连通管路;
第一可变阀(64a),其设置在所述第一减振器的上工作腔与下工作腔之间;
第二可变阀(54a),其设置在所述第一减振器的所述上工作腔与所述下工作腔之间;
第一止回阀(60a),其允许从所述第一可变阀到所述下工作腔的流体流动,禁止从所述下工作腔到所述第一可变阀的流体流动;
第二止回阀(62a),其禁止从所述第一和第二可变阀到所述下工作腔的流体流动,允许从所述下工作腔到所述第一和第二可变阀的流体流动;
第三止回阀(50a),其允许从所述第二可变阀到所述上工作腔的流体流动,禁止从所述上工作腔到所述第二可变阀的流体流动;
第四止回阀(52a),其禁止从所述第一和第二可变阀到所述上工作腔的流体流动,允许从所述上工作腔到所述第一和第二可变阀的流体流动;以及
与所述第一和第二减振器连通且与所述第一和第二可变阀连通的控制单元。
2.根据权利要求1所述的悬架系统,进一步包括:
第三可变阀,其设置在所述第二减振器的上工作腔与下工作腔之间;以及
第四可变阀,其设置在所述第二减振器的所述上工作腔与所述下工作腔之间;
其中所述控制单元与所述第三和第四可变阀连通。
3.根据权利要求2所述的悬架系统,其中:
所述第一连通管路在所述第一和第四可变阀之间延伸;以及
所述第二连通管路在所述第二和第三可变阀之间延伸。
4.根据权利要求3所述的悬架系统,进一步包括:
与所述第一连通管路连通的第一储液器;以及
与所述第二连通管路连通的第二储液器。
5.根据权利要求1所述的悬架系统,进一步包括:
与所述第一连通管路连通的第一储液器;以及
与所述第二连通管路连通的第二储液器。
6.根据权利要求1所述的悬架系统,进一步包括:
第三减振器;
第四减振器;
在所述第三和第四减振器之间延伸的第三连通管路;
在所述第三和第四减振器之间延伸的第四连通管路;
其中所述控制单元与所述第三和第四减振器连通。
7.根据权利要求6所述的悬架系统,进一步包括:
第三可变阀,其设置在所述第二减振器的上工作腔与下工作腔之间;以及
第四可变阀,其设置在所述第二减振器的所述上工作腔与所述下工作腔之间;
其中所述控制单元与所述第三和第四可变阀连通。
8.根据权利要求7所述的悬架系统,进一步包括:
第五可变阀,其设置在所述第三减振器的上工作腔与下工作腔之间;
第六可变阀,其设置在所述第三减振器的所述上工作腔与所述下工作腔之间;
第七可变阀,其设置在所述第四减振器的上工作腔与下工作腔之间;
第八可变阀,其设置在所述第四减振器的所述上工作腔与所述下工作腔之间;
其中所述控制单元与所述第五、第六、第七和第八可变阀连通。
9.根据权利要求8所述的悬架系统,其中:
所述第一连通管路在所述第一和第四可变阀之间延伸;以及
所述第二连通管路在所述第二和第三可变阀之间延伸。
10.根据权利要求9所述的悬架系统,其中:
所述第三连通管路在所述第五和第八可变阀之间延伸;以及
所述第四连通管路在所述第六和第七可变阀之间延伸。
11.根据权利要求10所述的悬架系统,进一步包括:
与所述第一连通管路连通的第一储液器;以及
与所述第二连通管路连通的第二储液器。
12.根据权利要求11所述的悬架系统,进一步包括:
与所述第三连通管路连通的第三储液器;以及
与所述第四连通管路连通的第四储液器。
13.根据权利要求6所述的悬架系统,进一步包括:
与所述第一连通管路连通的第一储液器;以及
与所述第二连通管路连通的第二储液器。
14.根据权利要求13所述的悬架系统,进一步包括:
与所述第三连通管路连通的第三储液器;以及
与所述第四连通管路连通的第四储液器。
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- 2006-06-20 US US11/471,311 patent/US7751959B2/en active Active
- 2006-06-21 BR BRPI0603347-4A patent/BRPI0603347A/pt not_active IP Right Cessation
- 2006-06-21 GB GB0612250A patent/GB2427391B/en not_active Expired - Fee Related
- 2006-06-21 DE DE102006028511.5A patent/DE102006028511B4/de active Active
- 2006-06-21 JP JP2006171060A patent/JP5106797B2/ja active Active
- 2006-06-21 CN CN2006100864466A patent/CN1939763B/zh active Active
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Also Published As
Publication number | Publication date |
---|---|
CN1939763A (zh) | 2007-04-04 |
JP5106797B2 (ja) | 2012-12-26 |
GB0612250D0 (en) | 2006-08-02 |
US7751959B2 (en) | 2010-07-06 |
JP2007001570A (ja) | 2007-01-11 |
GB2427391A (en) | 2006-12-27 |
BRPI0603347A (pt) | 2007-02-21 |
DE102006028511A1 (de) | 2007-01-18 |
DE102006028511B4 (de) | 2022-03-31 |
GB2427391B (en) | 2007-06-13 |
US20060287791A1 (en) | 2006-12-21 |
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