CN216153855U - Double-steering-wheel transmission device and automobile - Google Patents
Double-steering-wheel transmission device and automobile Download PDFInfo
- Publication number
- CN216153855U CN216153855U CN202121935396.0U CN202121935396U CN216153855U CN 216153855 U CN216153855 U CN 216153855U CN 202121935396 U CN202121935396 U CN 202121935396U CN 216153855 U CN216153855 U CN 216153855U
- Authority
- CN
- China
- Prior art keywords
- bevel gear
- shaft
- mandrel
- shaft sleeve
- steering wheel
- 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.)
- Active
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 52
- 230000007246 mechanism Effects 0.000 claims abstract description 12
- 230000009977 dual effect Effects 0.000 claims description 9
- 238000003466 welding Methods 0.000 claims description 3
- 238000012549 training Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 230000009466 transformation Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
Images
Landscapes
- Steering Controls (AREA)
Abstract
The utility model discloses a double-steering-wheel transmission device and an automobile, comprising: the main steering shaft is provided with a first bevel gear; the auxiliary steering shaft is provided with a second bevel gear; the power-assisted steering mechanism is arranged on one side of the main steering shaft and is provided with an input shaft and an output shaft, and the input shaft is provided with a third bevel gear; the transmission shaft assembly comprises a mandrel and a shaft sleeve, the shaft sleeve is sleeved on the outer side of the mandrel, one end of the shaft sleeve is provided with a fourth bevel gear meshed with the second bevel gear, the other end of the shaft sleeve is provided with a fifth bevel gear meshed with the third bevel gear, the mandrel can synchronously rotate along with the shaft sleeve to transmit torque, the mandrel is provided with a sixth bevel gear, and the mandrel can axially move relative to the shaft sleeve to be located at a first position or a second position; when the mandrel is located at the first position, the sixth bevel gear is meshed with the first bevel gear; when the mandrel is located at the second position, the sixth bevel gear is separated from the first bevel gear. The auxiliary driving control system is simple in structure and can realize auxiliary driving control.
Description
Technical Field
The utility model is used in the field of automobiles, and particularly relates to a double-steering-wheel transmission device and an automobile.
Background
When driving training is carried out in driving schools or experimental vehicle driving training is carried out in vehicle enterprises, in order to avoid the condition that students are experienced and careless and misoperation causes safety accidents, a double-chassis transmission system needs to be arranged in a vehicle, and a coach can conveniently correct misoperation of students at a main driving position in time in a copilot.
The existing double-square-disc transmission system mainly comprises chain transmission, belt transmission and gear transmission, wherein the chain transmission and the belt transmission have the defects of low transmission efficiency, limited steering and aligning performance of the vehicle, and large occupied space due to the fact that a tensioning wheel is required to be arranged on the belt/chain transmission. The gear transmission structure is complex, inconvenience exists in operation, when the steering intention of the main driver and the auxiliary driver is opposite, the side with large force plays a leading role, and in an emergency situation, when a main driver student has large misoperation, the auxiliary driver coach cannot correct the steering wheel to recover in time.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve at least one technical problem in the prior art, and provides a double-steering-wheel transmission device and an automobile, which are simple in structure and can realize the master control of a pilot driver.
The technical scheme adopted by the utility model for solving the technical problems is as follows:
in a first aspect, a dual steering wheel transmission comprises:
the main steering shaft is provided with a first bevel gear;
the auxiliary steering shaft is provided with a second bevel gear;
the power-assisted steering mechanism is arranged on one side of the main steering shaft and is provided with an input shaft and an output shaft, and the input shaft is provided with a third bevel gear;
the transmission shaft assembly comprises a mandrel and a shaft sleeve, the shaft sleeve is sleeved on the outer side of the mandrel, a fourth bevel gear meshed with the second bevel gear is arranged at one end of the shaft sleeve, a fifth bevel gear meshed with the third bevel gear is arranged at the other end of the shaft sleeve, the mandrel can synchronously rotate along with the shaft sleeve to transmit torque, a sixth bevel gear is arranged on the mandrel, and the mandrel can axially move relative to the shaft sleeve to be located at a first position or a second position;
wherein the sixth bevel gear meshes with the first bevel gear when the mandrel is in the first position; when the mandrel is located at the second position, the sixth bevel gear is separated from the first bevel gear.
With reference to the first aspect, in certain implementations of the first aspect, the spindle and the shaft sleeve are spline-fitted to transmit torque.
With reference to the first aspect and the implementations described above, in certain implementations of the first aspect, the driveshaft assembly is provided with a plurality of splines in an axial direction.
With reference to the first aspect and the foregoing implementation manners, in certain implementation manners of the first aspect, the spline includes an external spline connected to the mandrel and an internal spline connected to the shaft sleeve, the external spline is fixed to the mandrel through a U-shaped pin, and the internal spline is connected to the shaft sleeve through welding.
With reference to the first aspect and the foregoing implementation manners, in some implementation manners of the first aspect, the transmission shaft assembly is provided with a reversing handle on one side of the secondary steering shaft, the reversing handle is connected with the spindle, and the shaft sleeve is provided with a kidney-shaped hole through which the reversing handle drives the spindle to move axially.
With reference to the first aspect and the foregoing implementation manners, in some implementation manners of the first aspect, the mandrel is provided with a screw hole, and the reversing handle is connected with the screw hole.
With reference to the first aspect and the foregoing implementation manners, in certain implementation manners of the first aspect, the mandrel is provided with a first positioning assembly and a second positioning assembly along an axis direction, each of the first positioning assembly and the second positioning assembly includes an elastic component, a limiting component and a guide hole arranged in the mandrel, the limiting component is supported by the elastic component to be installed in the guide hole in a floating manner, and the shaft sleeve is provided with a concave position matched with the limiting component;
when the mandrel is located at the first position, the limiting part of the first positioning assembly is matched with the concave position; when the mandrel is located at the second position, the limiting part of the second positioning assembly is matched with the concave position.
With reference to the first aspect and the foregoing implementations, in certain implementations of the first aspect, the limiting member includes a limiting ball.
With reference to the first aspect and the foregoing implementation manners, in some implementation manners of the first aspect, the shaft sleeve is provided with a through hole, the concave portion is formed through the through hole, and an aperture of the through hole is smaller than a diameter of the limiting ball.
In a second aspect, an automobile comprises the double-steering-wheel transmission device according to any one of the implementation manners of the first aspect.
One of the above technical solutions has at least one of the following advantages or beneficial effects: the transmission shaft assembly adopts a hollow sleeve structure, the main steering shaft is connected out or connected into a main transmission system in a mode of controlling the total length of the transmission shaft assembly, the use of multi-stage gear transmission and a clutch device is avoided, the structure is simplified, and the transformation space is saved.
The transmission shaft assembly can realize the access or the take-off of a main steering shaft by adjusting the axial position of the mandrel relative to the shaft sleeve, the assistant driving coach can manually input and correct through the assistant steering wheel when the main driving is slightly out of order, and the assistant driving coach can drive the main steering wheel out of the system through the mandrel when the main driving is greatly out of order and is uncontrolled, and the assistant driving steering wheel is independently controlled.
The power-assisted steering mechanism of the original vehicle is kept, a torque sensor of the power-assisted steering mechanism and electronic components related to the EPS are not damaged, and the reconstruction cost is reduced.
Additional aspects and advantages of the utility model will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the utility model.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic view of a sixth bevel gear meshing with a first bevel gear in accordance with an embodiment of the present invention;
FIG. 2 is a schematic view of the sixth bevel gear shown in FIG. 1 in a disengaged configuration from the first bevel gear;
FIG. 3 is a schematic view of a drive shaft assembly of the embodiment shown in FIG. 1;
FIG. 4 is a schematic view of the connection of the reversing handle to the spindle of the embodiment shown in FIG. 1;
FIG. 5 is a schematic view of the first positioning assembly and the second positioning assembly of FIG. 1 according to one embodiment.
Detailed Description
Reference will now be made in detail to the present preferred embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to like elements throughout.
In the utility model, the meaning of "a plurality" is one or more, the meaning of "a plurality" is more than two, and the terms of "more than", "less than", "more than" and the like are understood to exclude the number; the terms "above", "below", "within" and the like are understood to include the instant numbers. In the description of the present invention, if there is description of "first" and "second" only for the purpose of distinguishing technical features, it is not to be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features or implicitly indicating the precedence of the indicated technical features.
In the present invention, unless otherwise specifically limited, the terms "disposed," "mounted," "connected," and the like are to be understood in a broad sense, and for example, may be directly connected or indirectly connected through an intermediate; can be fixedly connected, can also be detachably connected and can also be integrally formed; may be mechanically coupled, may be electrically coupled or may be capable of communicating with each other; either as communication within the two elements or as an interactive relationship of the two elements. The specific meaning of the above-mentioned words in the present invention can be reasonably determined by those skilled in the art in combination with the detailed contents of the technical solutions.
Referring to fig. 1 and 2, an embodiment of the present invention provides a dual steering wheel transmission device, including a main steering shaft 1, a secondary steering shaft 2, a power steering mechanism 3 and a transmission shaft assembly 4, where the main steering shaft 1 is used to connect a steering wheel of a main driving seat, the secondary steering shaft 2 is used to connect a steering wheel of a secondary driving seat, the main steering shaft 1 is provided with a first bevel gear 11, and the secondary steering shaft 2 is provided with a second bevel gear 21, which are respectively used to cooperate with the transmission shaft assembly 4 to implement power transmission.
The power steering mechanism 3 directly depends on a power steering system of a motor to provide auxiliary torque, the power steering mechanism 3 is arranged on one side of the main steering shaft 1, the power steering mechanism 3 is provided with an input shaft 31 and an output shaft 32, wherein the input shaft 31 is provided with a third bevel gear 33 used for realizing power transmission by matching with the transmission shaft assembly 4.
The transmission shaft assembly 4 is transversely arranged between the main steering shaft 1 and the auxiliary steering shaft 2, the transmission shaft assembly 4 comprises a mandrel 41 and a shaft sleeve 42, the shaft sleeve 42 is sleeved outside the mandrel 41, one end of the shaft sleeve 42 is provided with a fourth bevel gear 43 meshed with the second bevel gear 21, the other end of the shaft sleeve 42 is provided with a fifth bevel gear 44 meshed with the third bevel gear 33, the mandrel 41 can synchronously rotate along with the shaft sleeve 42 to transmit torque, the mandrel 41 is provided with a sixth bevel gear 45, the mandrel 41 can axially move relative to the shaft sleeve 42 to be located at a first position or a second position, and meanwhile, the sixth bevel gear 45 of the mandrel 41 moves along with the mandrel 41.
Wherein, referring to fig. 1, when the arbor 41 is in the first position, the sixth bevel gear 45 meshes with the first bevel gear 11; referring to fig. 2, when the arbor 41 is in the second position, the sixth bevel gear 45 is disengaged from the first bevel gear 11.
In the embodiment of the utility model, the transmission shaft assembly 4 can realize the access or the exit of the main steering shaft 1 by adjusting the axial position of the mandrel 41 relative to the shaft sleeve 42, the assistant driving coach manually inputs and corrects through the assistant steering wheel when the main driving is slightly wrong, and the assistant driving coach accesses the main driving out of the system through the mandrel 41 when the main driving is seriously wrong and is not controlled. The auxiliary driving steering wheel is independently controlled, so that a coach can timely correct improper operation of a student at the main driving position in the auxiliary driving position conveniently, the coach operation at the auxiliary driving position can play a leading role, and the situation that when the main driving and the auxiliary driving are opposite in steering intention, the side with large strength plays a leading role is avoided.
The transmission shaft assembly 4 is in a hollow sleeve structure, the main steering shaft 1 is connected out or connected into a main transmission system in a mode of controlling the total length of the transmission shaft assembly 4, the use of multi-stage gear transmission and a clutch device is avoided, the structure is simplified, and the transformation space is saved.
The power-assisted steering mechanism 3 of the original vehicle is kept, a torque sensor of the power-assisted steering mechanism 3 and electronic components related to the EPS are not damaged, and the reconstruction cost is reduced.
The spindle 41 and the shaft sleeve 42 need to ensure both the spindle 41 can move along the axial direction of the shaft sleeve 42 and ensure torque transmission and circumferential positioning, and the spindle 41 and the shaft sleeve 42 can be cooperatively connected by means of keys or castellations, for example, in some embodiments, the spindle 41 and the shaft sleeve 42 are in spline fit to transmit torque, the splines include external splines 46 connected with the spindle 41 and internal splines 47 connected with the shaft sleeve 42, and the internal and external splines play roles in torque transmission and circumferential positioning.
Further, referring to fig. 3, in order to realize the function of stably moving the core shaft 41 relative to the shaft sleeve 42, the transmission shaft assembly 4 is provided with a plurality of splines along the axial direction, which are respectively located near two ends of the transmission shaft assembly 4, and the core shaft 41 and the shaft sleeve 42 transmit torque by the splines.
Wherein, external splines 46 are fixed in dabber 41 through the U-shaped round pin, guarantee not have relative slip, and internal splines 47 is connected in axle sleeve pipe 42 through welded connection to form continuous tubulose with axle sleeve pipe 42, reduce the integrated into one piece processing degree of difficulty through adopting the mode of splice welding.
The spindle 41 connects the main steering shaft 1 to or from the power steering mechanism 3 by adjusting an axial position relative to the shaft sleeve 42, wherein the spindle 41 can be driven by a motor or manually to adjust the axial position, for example, in some embodiments, referring to fig. 1 and 4, the transmission shaft assembly 4 is provided with a reversing handle 48 on the side of the secondary steering shaft 2, the reversing handle 48 is connected with the spindle 41, and the shaft sleeve 42 is provided with a kidney-shaped hole 49 through which the reversing handle 48 drives the spindle 41 to move in the axial direction. The reversing handle 48 is arranged on one side of the assistant driving position, and when the main driving is in major error and is not controlled, the assistant driving coach drives the mandrel 41 to be adjusted from the first position to the second position through the reversing handle 48, so that the main driving is connected out of the system and is controlled by the assistant driving steering wheel independently.
Furthermore, in order to facilitate the connection of the reversing handle 48 with the core shaft 41 inside the shaft sleeve 42, the core shaft 41 is provided with a screw hole, the end of the reversing handle 48 is provided with a screw head, and the screw head of the reversing handle 48 passes through the waist-shaped hole 49 of the shaft sleeve 42 and is screwed in the screw hole to be connected with the screw hole.
In order to realize the function of accurately positioning the mandrel 41 after the mandrel 41 can relatively move relative to the mandrel sleeve 42, referring to fig. 5, the mandrel 41 is provided with a first positioning component 410 and a second positioning component 411 along the axial direction, each of the first positioning component 410 and the second positioning component 411 comprises an elastic component 412, a limiting component 413 and a guide hole 414 arranged on the mandrel 41, the guide hole 414 extends along the direction perpendicular to the axial direction of the mandrel 41, the limiting component 413 is supported by the elastic component 412 to be installed in the guide hole 414 in a floating manner, the mandrel sleeve 42 is provided with a concave part 415 matched with the limiting component 413, and one or more concave parts 415 are arranged on the concave part 415. For example, in the embodiment shown in FIG. 5, the shaft sleeve 42 is provided with a recess 415, wherein the stop feature 413 of the first positioning assembly 410 engages the recess 415 when the spindle 41 is in the first position; when the spindle 41 is in the second position, the position-limiting part 413 of the second positioning component 411 is matched with the concave part 415. When the mandrel 41 is switched between the first position and the second position, the limiting component 413 compresses the elastic component 412 and is completely retracted into the guide hole 414, and when the limiting component 413 is switched to be aligned with the concave position 415, the limiting component 413 is ejected under the action of the elastic component 412 and is embedded into the concave position 415 of the shaft sleeve 42, so that the positioning function is realized.
The limiting component 413 can be a pin or a limiting block, and certainly, in order to reduce the resistance of the limiting component 413 in the process of falling out of the concave position 415, the limiting component 413 comprises a limiting ball, and the limiting ball can be changed from sliding to rolling in the process of being embedded into or falling out of the concave position 415, so that the resistance of switching the spindle 41 is reduced.
When the mandrel 41 is switched between the first position and the second position, the spline can achieve a circumferential positioning effect, the limiting ball and the concave position 415 can be matched, and an axial positioning effect is achieved through the matching of the limiting ball and the concave position 415.
To reduce the difficulty of forming the recess 415, referring to fig. 5, the shaft sleeve 42 is provided with a through hole, and the recess 415 is formed through the through hole. Meanwhile, in order to avoid the limiting ball from falling off from the through hole, the aperture of the through hole is smaller than the diameter of the limiting ball.
Embodiments of the present invention also provide an automobile comprising any of the above dual steering wheel transmissions. The driving training of driving schools or the driving training of test vehicles of vehicle enterprises can be facilitated.
In the description herein, references to the description of the term "example," "an embodiment," or "some embodiments," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The utility model is not limited to the above embodiments, and those skilled in the art can make equivalent modifications or substitutions without departing from the spirit of the utility model, and such equivalent modifications or substitutions are included in the scope of the claims of the present application.
Claims (10)
1. A dual steering wheel transmission, comprising:
the main steering shaft is provided with a first bevel gear;
the auxiliary steering shaft is provided with a second bevel gear;
the power-assisted steering mechanism is arranged on one side of the main steering shaft and is provided with an input shaft and an output shaft, and the input shaft is provided with a third bevel gear;
the transmission shaft assembly comprises a mandrel and a shaft sleeve, the shaft sleeve is sleeved on the outer side of the mandrel, a fourth bevel gear meshed with the second bevel gear is arranged at one end of the shaft sleeve, a fifth bevel gear meshed with the third bevel gear is arranged at the other end of the shaft sleeve, the mandrel can synchronously rotate along with the shaft sleeve to transmit torque, a sixth bevel gear is arranged on the mandrel, and the mandrel can axially move relative to the shaft sleeve to be located at a first position or a second position;
wherein the sixth bevel gear meshes with the first bevel gear when the mandrel is in the first position; when the mandrel is located at the second position, the sixth bevel gear is separated from the first bevel gear.
2. The twin steering wheel transmission as in claim 1, wherein the spindle and the shaft sleeve are splined for torque transfer.
3. The dual steering wheel transmission of claim 2, wherein the driveshaft assembly is provided with a plurality of splines in the axial direction.
4. A twin steering wheel drive according to claim 2 or 3 in which the splines comprise external splines connected to the spindle and internal splines connected to the axle sleeve, the external splines being fixed to the spindle by a U-pin and the internal splines being connected to the axle sleeve by welding.
5. The dual steering wheel transmission of claim 1, wherein the transmission shaft assembly has a reversing lever on a side of the secondary steering shaft, the reversing lever being connected to the spindle, and the shaft sleeve has a kidney-shaped hole for the reversing lever to move the spindle in the axial direction.
6. The dual steering wheel drive of claim 5, wherein the spindle has a threaded bore, and the reversing handle is coupled to the threaded bore.
7. The dual steering wheel transmission device according to claim 1, wherein the spindle is provided with a first positioning component and a second positioning component along an axial direction, the first positioning component and the second positioning component each comprise an elastic member, a limiting member and a guide hole provided in the spindle, the limiting member is supported by the elastic member to be floatingly mounted in the guide hole, and the shaft sleeve is provided with a concave portion engaged with the limiting member;
when the mandrel is located at the first position, the limiting part of the first positioning assembly is matched with the concave position; when the mandrel is located at the second position, the limiting part of the second positioning assembly is matched with the concave position.
8. A twin steering wheel drive as claimed in claim 7, in which the stop means comprises a stop ball.
9. The twin steering wheel drive apparatus of claim 8, wherein the axle sleeve is provided with a through hole and the recess is formed through the through hole, the through hole having a diameter smaller than a diameter of the limit ball.
10. An automobile comprising a dual steering wheel transmission according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121935396.0U CN216153855U (en) | 2021-08-17 | 2021-08-17 | Double-steering-wheel transmission device and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121935396.0U CN216153855U (en) | 2021-08-17 | 2021-08-17 | Double-steering-wheel transmission device and automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216153855U true CN216153855U (en) | 2022-04-01 |
Family
ID=80838774
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121935396.0U Active CN216153855U (en) | 2021-08-17 | 2021-08-17 | Double-steering-wheel transmission device and automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216153855U (en) |
-
2021
- 2021-08-17 CN CN202121935396.0U patent/CN216153855U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5711396A (en) | Servomotor assisted rack-and-pinion steering or control system | |
| US8721493B2 (en) | Drive train for a motor vehicle | |
| US5997428A (en) | Vehicle drive system including drive mode-shifting mechanism for shifting between two-wheel drive and four-wheel drive | |
| US7316304B2 (en) | Four-wheel drive center disconnect electric actuator | |
| EP4245644A1 (en) | Clutch apparatus, vehicle steering system, and vehicle | |
| EP4048539B1 (en) | A vehicle axle, in particular a motorized axle, on which several electric motors are mounted | |
| CN216153855U (en) | Double-steering-wheel transmission device and automobile | |
| CN209795595U (en) | Double-motor synchronous driving steering actuating mechanism of unmanned automobile | |
| WO2011097247A2 (en) | Tow mode transfer case with layshaft gear reduction | |
| CN104015781B (en) | There is the automobile-used steer by wire apparatus of flexible redundant unit | |
| EP4245641A1 (en) | Vehicle steering system, and vehicle having same | |
| US20080202833A1 (en) | Ratchet drive system | |
| EP3022105B1 (en) | Variable mechanical advantage shaft coupling | |
| CN208951286U (en) | Control device and halting mechanism and vehicle | |
| CN2760336Y (en) | Dual-function driving vehicle bridge | |
| CN114148408B (en) | Dual-motor wheel-side steering and braking integrated system with backup mode and control method thereof | |
| CN211001540U (en) | Electro-hydraulic steering gear and automobile | |
| CN112145680A (en) | Automatic walking equipment with adjustable reduction ratio and driving method thereof | |
| CN211574172U (en) | Two-gear speed changing device for vehicle and electric vehicle thereof | |
| CN210454939U (en) | Automobile steering column | |
| EP3874181B1 (en) | Transmission unit for motor vehicles with reverse drive and motor vehicle comprising the transmission unit | |
| CN215284221U (en) | Semi-axis assembly and vehicle transmission structure | |
| CN1332142C (en) | Screw self locking differential mechanism | |
| CN217048751U (en) | Vehicle steering structure and vehicle | |
| CN214367581U (en) | Functional electronic differential lock |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |