Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61C—LOCOMOTIVES; MOTOR RAILCARS
  • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
  • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
  • B61C9/52—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with transmission shafts at an angle to the driving axles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61C—LOCOMOTIVES; MOTOR RAILCARS
  • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
  • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
  • B61C9/44—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with hollow transmission shaft concentric with wheel axis
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
  • B61F3/00—Types of bogies
  • B61F3/16—Types of bogies with a separate axle for each wheel

Definitions

• the invention relates to a driven undercarriage for rail vehicles, in particular bogies for low-floor vehicles, in detail with the features from the preamble of claim 1.
• the wheels are each individually mounted on the chassis or bogie in the longitudinal direction of the chassis or viewed parallel to the longitudinal axis of the vehicle, ie there is no axle shaft connection between the wheels, so that the space thus freed up is used to lower the vehicle floor.
• At least two wheels on one side of the vehicle, viewed in the longitudinal direction of the chassis, can each be driven by a drive unit designed as a longitudinal drive.
• These are each connected to the wheel to be driven via an angular gear, in particular in the form of a bevel gear.
• the coupling between the output of the angular gear and the wheel takes place via a cardanic double clutch.
• the hollow shaft coupled to the output bevel gear is connected to the first coupling level of the cardanic double clutch and via this to a hollow cardan shaft guided through the hollow shaft.
• This cardan hollow shaft is coupled to the wheel via the second coupling level.
• the drive units are mounted on the bogie. Both the drive machine and the bevel gear are suspended on the bogie. Because of this connection and support of the Drive units on the bogie cause a deflection on the bogie also a corresponding deflection of the drive unit, in particular of the angular gear. To ensure the required ground clearance in all functional and load conditions, the theoretically possible maximum deflection must be taken into account when designing the gear unit.
• the angular gear in particular the drive gear wheel, which is at least indirectly coupled to the wheels, cannot be enlarged arbitrarily with regard to the diameter and thus the transmissible torque, so that the transmissible torque is limited for a given installation space.
• Another disadvantage that arises from this is that the reliability of the angular gear and thus of the entire system is no longer ensured due to the associated tightness and lubrication problems.
• the output gearwheel is no longer immersed in the gearbox oil sump in the housing.
• complex additional measures are necessary to ensure that the toothing is supplied with sufficient lubricant.
• these are usually determined by additional design measures and / or the provision of additional funding facilities.
• the invention was therefore based on the object of further developing a driven undercarriage of the type mentioned at the outset in such a way that the disadvantages mentioned are avoided while the installation space remains unchanged.
• Suitability for the transmission of higher torques when using the same installation space or smaller size is to be aimed for.
• the design effort must be kept as low as possible and the number of components required reduced.
• Optimal lubrication conditions must be created for the angular gear, in particular the output gear, over the entire operating range and in a wide variety of driving conditions.
• the solution according to the invention is characterized by the features of claim 1. Advantageous refinements are given in the subclaims.
• the driven undercarriage for rail vehicles has at least two wheels arranged one behind the other on each longitudinal side of the undercarriage and drivable via a drive unit, the wheels being mounted individually on the undercarriage, in particular the car body or the bogie, via corresponding bearings.
• Each drive unit comprises at least one drive machine, which is at least indirectly via an angular gear, which can be designed differently, but preferably is in the form of a bevel gear, and an elastic coupling is connected to the wheels.
• the elastic coupling is designed as a single-plane coupling, the connection between the angular gear and the wheel being free from a further coupling level.
• the solution according to the invention has the advantage that the drive unit, in particular the drive machine, is no longer tied to the spring travel of the bogie due to the mechanical decoupling from the bogie, so that the output gear of the angular gear coupled to the drive machine can be increased in radius by this amount.
• the required ground clearance can still be guaranteed even with a larger output gear of the angular gear.
• the design with only one coupling level has the advantage of dispensing with the interface between the output of the angular gear and the wheel in the form of a cardan shaft, which is required from the prior art with a double coupling. In addition to reducing the number of components, this also simplifies construction, which is reflected in a simple bearing for the hollow shaft in a preferably one-piece housing.
• the reduction in axial installation space that is possible due to the saving of a coupling level offers the advantage of equipping the drive unit with additional functional elements without requiring additional space compared to designs from the prior art, for example with means to prevent liquid from penetrating, in particular water and other surrounding media.
• the drive machine is preferably decoupled from the chassis, in particular bogie or car body. In addition, this is free of a support on the bogie or body.
• the drive machine which is designed as an electric motor, is supported at least indirectly on the wheel axis of the wheels to be driven.
• the drive machine is arranged quasi cantilevered between the two angular gears of the two wheels arranged adjacent to one another in the longitudinal direction of the chassis. In this case, either a) only the drive machine is supported or b) the unit consisting of drive machine and angular gear on the wheel axle.
• the prime mover is coupled to the angular gear via a link or a support device, the angular gear or the prime mover, in particular its housing, being connected to the chassis.
• the connection to the chassis, in particular the bogie or car body, takes place in the area of the connection of the handlebar.
• This possibility of connection via a handlebar also consists in the coupling of the bevel gear and wheel axle, the latter being mounted on the bogie or body.
• the articulation is carried out in articulation areas on these components and is usually carried out by various designs of bearings or Characterized connections.
• articulation areas are selected with regard to the position, which, when the drive units are integrated into existing drive trains, can also make use of the articulation areas already specified there for a bogie size. This means that regardless of the dimensioning and design of the individual running gear, the same articulation areas are provided for at least a large variety of running gear types. The drive units are then compatible.
• the drive machine is articulated to the bogie via a three-point link.
• at least one or two fastening areas, in particular articulation points are provided for the handlebars on the drive machine, while the other two, or that is provided on the bogie.
• the handlebar describing the legs of an isosceles triangle has corresponding articulation points.
• the central one is always coupled either to the drive machine or to the bogie.
• the linkage to the drive machine can take place at any position.
• This solution offers the advantage that inclinations of the single-clutch are still permitted, but no longer longitudinal forces are transmitted via it.
• the handlebar is aligned in the installed position with its articulation points transversely to the longitudinal axis of the vehicle. H. the two fastening areas on an assembly are preferably arranged on a parallel to the longitudinal axis of the vehicle.
• the elastic coupling used is preferably an articulated bearing package coupling with a coupling plane.
• Such couplings can be designed in different ways, as described below by way of example.
• these comprise, for example, a first coupling element and a second coupling element, these being connected in a frictionally locking manner by means of elastic bearing packages which are assigned to at least one of the coupling elements.
• the bearing packages can be assigned to one of the two coupling elements, it being irrelevant whether that Coupling element is connected to the drive side or the driven side when used in a drive train.
• the elastic bearing packages are preferably designed in the form of rubber bearing packages, these having a central part, to which so-called rubber blocks are assigned on both sides.
• the bearing assemblies are inserted between the arms of one of the two coupling elements, which extend uniformly from one another in the radial direction in the radial direction, under prestress.
• the bearing packs essentially have a circular segment shape when viewed in the circumferential direction and comprise a central part to which rubber blocks are assigned on both sides.
• the individual rubber blocks are vulcanized to the central part and each comprise a plurality of rubber-like elements which are also vulcanized to one another and whose end faces pointing away from the central part are closed off by plate-shaped elements.
• the vulcanization surfaces of the middle part and the plate-shaped elements can always lie in a plane that extends in the radial direction from the coupling axis, which can also be described by the coupling axis, whereby the individual plate-shaped elements can either run parallel to the vulcanization surfaces or with a certain inclination so that the vulcanization surfaces and the plane of the plate-shaped elements intersect in the coupling axis.
• the individual rubber-like elements would be wedge-shaped.
• the plate-shaped elements that complete the bearing blocks can be connected to the arms of the corresponding coupling element.
• An elastic coupling in particular a hinge-joint coupling according to a second particularly advantageous embodiment, likewise comprises a first coupling element and a second coupling element, the first or the second coupling element in each case being non-rotatably connectable to the input or output side.
• the first or second coupling element comprises a star-shaped element, which has a hub part, via which the connection to the input or output side is realized and from which arm-shaped elements extend in the radial direction, viewed at the same distance in the circumferential direction.
• a bearing package is arranged under prestress.
• the elastic bearing package includes a central part, on which elastic on both sides Connect bearing blocks.
• the middle part and the bearing blocks are designed in such a way that these elements experience self-centering against each other.
• the central part is essentially tapered in a view in the axial direction with respect to the coupling axis in the radial direction towards the coupling axis.
• the central part In the circumferential direction, the central part is in a view in the axial direction in both directions with an uneven outer surface to which the bearing blocks are connected by vulcanization.
• These are preferably designed with a curved outer surface, ie the contact and contact surfaces, viewed in cross section, can be described in the circumferential direction by at least two different direction vectors.
• the central part is designed as a semicircular body pointing in the circumferential direction or with a cross section which tapers in the radial direction in the direction of the outer and inner circumference. That is to say that the surfaces of the central part pointing in the circumferential direction are arched or arched, resulting in an essentially convex shape of the central part.
• the bearing blocks of a bearing package arranged on both sides of the middle part comprise at least two rubber-like elements separated from one another by an intermediate element, which are also referred to as rubber tracks and are connected to an end piece, the end piece being fixable on the corresponding arm by a releasable connection and a receiving device for the rubber-like one Element forms.
• a bearing block preferably comprises a plurality of rubber-like elements which are separated from one another by corresponding intermediate elements, the connection between the individual rubber-like elements, the intermediate elements and the device for receiving the rubber-like elements on the corresponding arm of the coupling element or the surface facing the arm the middle part is done by vulcanization.
• the individual vulcanization surfaces are preferably carried out parallel to one another in the installed position. The torque transmission is compared to the first version by a positive transmission replaced.
• the bearing blocks are also detachably connected to the arm-shaped elements arranged adjacent to one another in the circumferential direction.
• the connection of the outer halves of the bearing blocks, in particular the rubber packets takes place via fastening means which are assigned to the legs of an L-shaped or U-shaped end piece extending in the circumferential direction, or are guided in these or directly interact with them.
• means are provided for radially securing the elastic bearing package. These include at least one positive connection.
• the semicircular body of the middle part has a device for realizing a tongue and groove connection.
• the semicircular body of the central part preferably has a tongue which engages in a groove on the other coupling element, or vice versa.
• the entire bearing package is axially secured by friction locking using connecting screws in the central part of the bearing package.
• the individual elements of the bearing package in particular the metal parts, can be made of light metal in order to achieve better heat dissipation and to reduce weight.
• connection options of the individual coupling elements of the elastic coupling to the components on the input or output side i. H. the hollow shaft and the wheel or the wheel axle are also a variety of options.
• the coupling elements have hub parts which are assigned means for realizing a positive and / or non-positive connection.
• FIG. 1 illustrates a drivable undercarriage designed according to the invention on the basis of a detail from a top view
• FIG. 2 illustrates the construction of a drive unit using a section according to FIG. 1;
• FIGS. 3a and 3b illustrate a first possibility for supporting the drive machine
• Figure 4 illustrates a further embodiment for supporting the drive machine
• Figure 5 illustrates a three-point suspension
• FIG. 6 illustrates an embodiment with mechanically coupled drive machines of two drive units arranged parallel to one another
• FIG. 1 illustrates a schematically simplified representation in a top view of a drive arrangement 1 for a drivable undercarriage 2 for rail vehicles 3, in particular for bogies on low-floor vehicles.
• the drive arrangement 1 comprises on each chassis longitudinal side at least two wheels 4 and 5 or 6 and 7 arranged one behind the other, which are driven by a drive unit 8 or 9. Viewed in the direction of travel, wheels 4 and 6 act as leading wheels, wheels 5 and 7 as trailing wheels.
• the wheels 4, 5 and 6 and 7 are individually supported by corresponding bearings on the chassis, in particular bogie or car body.
• Each drive unit 8 and 9 comprises a drive machine 10 and 11, which are also referred to as central motors.
• Each drive machine 10 and 11 comprises at least one rotor shaft 12 and 13, respectively connected to the wheels 4 and 5 or 6 and 7 is.
• Preferably two rotor shafts are always provided, here designated 12.1 and 12.2 for the coupling with the wheels 4 and 5 and 13.1 and 13.2 for the coupling with the wheels 6 and 7.
• the coupling with the wheels 4 and 5 takes place via an angular gear 14.1 or 14.2 and 15.1 or 15.2 with the wheels 6 and 7.
• the bevel gear 14.1, 14.2 or 15.1 and 15.2 are preferably designed as bevel gear 16.1, 16.2 or 17.1 and 17.2.
• the pinions 18.1, 18.2 or 19.1 and 19.2 of the angular gear 14.1, 14.2 or 15.1 and 15.2 are each connected to the rotor shafts 12.1, 12.2 or 13.1 and 13.2 at least indirectly, ie directly or indirectly via further transmission elements.
• This flexible coupling is a bearing package articulated coupling, in particular a wedge package coupling with a coupling level.
• This comprises at least a first coupling element 26.1, 26.2 or 27.1, 27.2, which is designed as a hollow shaft star 28.1, 28.2, 29.1, 29.2 and via rubber packets connected to the wheels 4, 5 or 6 and 7 wheel stars 30.1, 30.2, 31.1, 31.2 connected is.
• the individual drive unit 8 or 9 in the coupling of the drive machine 10 or 11 to the individual wheels 4, 5 or 6 and 7 is free of a cardanic double clutch. It is only a single wedge packet coupling for connection between the individual angular gear 14.1,
• the bearing is carried out, for example, by means of a fixed bearing arrangement 34.1, 34.2, 35.1, 35.2 which transmits axial and radial forces and which, in relation to the axis of rotation of the pinion, arranges the end region of the hollow shaft 22.1, 22.2, 23.1, 23.2 facing away from the wheel 4, 5 or 6, 7 is.
• At least one radial bearing 36.1, 36.2, 37.1, 37.2 is arranged between the pinion 18.1, 18.2 or 19.1, 19.2 and the wheel 4, 5, 6 or 7.
• the overall housing construction can also be carried out in a greatly simplified manner, this being formed by the housing 38.1, 38.2 or 39.1, 39.2 receiving the pinion shaft, viewed in the longitudinal direction of the vehicle, while the closure on the end face 40.1 or 40.2, 41.1 facing away from the wheel , 41.2 also takes place in a one-piece housing part 42.1, 42.2 or 43.1, 43.2, which is connected to the housing 38.1, 38.2, 39.1, 39.2. The end then forms a housing cover 44.1, 44.2, 45.1, 45.2.
• the hollow shaft 22.1, 22.2, 23.1, 23.2 and the bevel gear 20.1, 20.2 or 21.1, 21.2 connected to it in a rotationally fixed manner, the cover 46.1, 46.2 or 47.1, 47.2 and the bearing arrangement 34.1, 34.2, 35.1, 35.2 and the housing part 42.1, 42.2, 43.1, 43.2 are supplied as a pre-assembled module and installed in the drive unit 8 or 9.
• FIG. 2 once again illustrates, on the basis of a detail from the drive unit 8 according to FIG. 1, in an enlarged schematic representation, the basic structure in the mechanical coupling according to the invention between the drive machine 10 and the wheel 4 to be driven.
• the rotor shaft 12.1 of the drive machine 10 can be seen, at least indirectly rotatably connected to the pinion shaft 48 of the angular gear 14.1, ie directly or via further transmission elements, for example a claw coupling or membrane coupling.
• the rotor shaft 12.1 is connected, for example in a rotationally fixed manner, to a flange element 49 or is designed as a hollow shaft which forms at least one flange region.
• This element 51 is in turn non-rotatably connected to the pinion shaft 48 or is formed by this.
• the pinion 18.1 itself is preferably designed as an integral unit with the pinion shaft 48.
• the pinion shaft 48 is mounted in the housing 32.1 via a bearing arrangement 52.
• Also mounted in the housing 32.1 is the hollow shaft 22.1 and the bevel gear 20.1 connected to it in a rotationally fixed manner or the bevel gear forming an integral structural unit with it.
• the hollow shaft extends in one piece through the housing and is also mounted in a housing part 42.1 connected to the housing 32.1.
• the hollow shaft has on the end face 53 facing the wheel a flange surface 54 which serves to implement a rotationally fixed connection with a first coupling element 55 of the elastic coupling 24.1 in the form of a hollow shaft star 28.1.
• the coupling takes place, for example, in the circumferential direction via a spur toothing 56, which is preferably designed in the form of a front spur toothing and thus enables centering both in the circumferential direction and in the radial direction.
• the coupling in the axial direction takes place via fastening elements 57, which are preferably in the form of screws.
• Other connections between the hollow shaft 12.1 and the first coupling element 55 as well as the integral design of the hollow shaft and the first coupling element in the form of a structural unit are conceivable.
• the hollow shaft star 28.1 is in turn connected in the second coupling element 58 of the elastic coupling 24.1. This is in turn non-rotatably connected to the wheel 4 to be driven or to an axle 59 which is coupled to it and is not shown here.
• the second coupling element 58 is also referred to as the wheel star 30.
• elastic elements are arranged in the circumferential direction, and depending on the configuration of the elastic coupling, these can preferably be wedge-shaped or can be provided with an attractive shape.
• This wedge packet coupling There are a multitude of options with regard to the design of this wedge packet coupling. As a representative reference is made to the publication DE 199 58 367 A1. The revelation content this document with regard to the specific design of a wedge packet coupling is hereby fully incorporated into the application.
• FIG. 3a illustrates the arrangement of possible articulation points by way of example using a view from above of a section of a drive unit 8 according to FIG.
• the main point here is to show, at least in a purely functional way, which elements can be theoretically linked to.
• the articulation of the drive machine 10 on the bogie or the car body is dispensed with.
• articulation takes place at least indirectly via the articulation of the angular gear 14.1 on the bogie or car body.
• At least one first articulation area 60 is provided on the angular gear 14.1, which can be connected or coupled to the bogie as desired.
• the drive machine can either be cantilevered to the bevel gear.
• a articulation point or articulation area 61 on the drive machine 10, in particular its housing is selected, which connects with the articulation area 60 on the transmission 14.1 via a handlebar 62 is connected, the latter being articulated to the bogie, while in this case there is no direct connection between the drive machine 8 and the bogie.
• the gear in particular its housing, is suspended in the bogie in the articulation area.
• the drive machine 10 is thus elastically coupled to the bogie 67 indirectly via the handlebar.
• Another possibility is to fasten the articulation area 61 of the drive machine 10 directly to the bogie 67, the articulation area 60 on the transmission being free of a direct connection to the bogie.
• the first option is shown here in a very highly schematic manner.
• the bogie and the car body are only indicated and designated 67.
• the linkage of the unit comprising the drive machine 10 and the bevel gear 14.1 connected to it being carried out via a connection in the form of, for example, a link 63 between the linkage area 60 on the bevel gearbox 14.1 and a linkage area 64 which is used to link the wheel 4 or the wheel axle 65 is provided and in which the articulation on the bogie or car body 67 takes place.
• the articulation region 64 can take place between the angular gear 14.1 and the wheel 4 or, as indicated in FIG. 4, behind the wheel 4, ie on the side of the wheel 4 pointing away from the angular gear 14.1. Articulation areas used to support the wheels on the bogie or body 67.
• the articulation can take place via appropriately designed bearings, in particular when the wheel axle is mounted or connected to the chassis.
• Other ways of coupling are conceivable.
• the specific choice of coupling for the purpose of support is at the discretion of the responsible specialist.
• FIG. 5 illustrates a particularly advantageous embodiment in the form of a three-point suspension 73.
• a three-point link 74 can be seen which, in the form of the legs of an isosceles triangle, has three fastening or articulation points which can be connected to corresponding fastening regions on the drive machine and the bogie 67 , Two are provided in the illustrated case on the bogie 67 or an element connected to it. These are designated 76 and 77.
• the third fastening area 75 is provided on the drive machine 11. The coupling of the drive machine 11 to the handlebar 74 takes place via this. It would also be conceivable for the case, not shown here, to be attached to the drive machine 11 at two attachment areas and to the bogie or chassis with only one. I.e.
• the two fastening or articulation points on the three-point link 74 are provided for connection to the drive machine, while the third one in between serves to connect the link 74 to the bogie 67.
• the location of the assignment of the attachment areas and attachment to the individual elements - drive machine and bogie - can be selected differently. Conceivable are articulations of the three-point link 74 at the top of the bogie 67, at the bottom of the bogie 67 and / or at any point on the drive machine 10 or 11.
• the drive machine 10 or 11 is preferably free of a linkage to the car body or the bogie, this is supported at least indirectly on the wheels to be driven or the wheel axle.
• FIG. 6 in the case of a self-supporting design, in particular the connection between the drive machines 10 and 11 and the angular gears 14.1 or 14.2 and 15.1 and 15.2, in order to avoid tilting of the gears and drive machines 10, 11, the two drive machines 10 and 11 are connected via a guide rod which is arranged transversely to the vehicle longitudinal axis F ⁇ _ aligned, interconnected.
• This guide rod or this guide element 66 preferably connects the two drive machines 10 and 11 in a lower region when viewed in the vertical position in the installed position, ie. H. preferably below the rotor axis A ⁇ _ of the drive machine 10 or 11.
• FIG. 7 illustrates another approach to reducing the disadvantages mentioned at the outset using a non-gimbal double clutch 69 on the basis of a cutout from a drive unit 9 which serves that of a wheel 4 arranged on an axis, preferably a rigid axis 68.
• the drive takes place via a drive machine, which is preferably installed lengthways and is connected to the wheel 6 via an angular gear 14. In the simplest case, this is designed as a bevel gear as already described in the previous figures.
• the output is formed by the output bevel gear 20. This is connected to the wheel 6 via a first coupling level 70.1, analogously to that described for the connections between the wheel and the angular gear according to FIGS. 1 to 6.
• the axis 68 is connected to the output of the angular gear 14 and the wheel 6 via the hollow shaft 22 carrying the bevel gear 20.
• the individual clutches of the double clutch 69 have for this purpose a first coupling element 71.1 or 71.2 which is connected to the hollow shaft 22 in a rotationally fixed manner or forms a structural unit with the latter, and a second coupling element 72.1 which can be at least indirectly connected to it, which is rotatably connected to the wheel 6 and a second coupling element 72.2, which is rotatably connected to the axis 68.
• the second coupling element 72.1 or 72.2 is designed as an axle star with four- or multi-star-shaped arms.
• connection to the hollow shaft which is designed as a shaft which surrounds the axis 68 in the manner of a hollow shaft, is then produced via elastic bearing packages, in particular rubber bearing packages.
• the hollow shaft is connected to a first coupling element 71.1, 71.2, for example in the form of a hollow shaft star.
• the individual coupling elements can be carried by the grounding brushes in electro-mechanical drive units.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
• Gear Transmission (AREA)
• Handcart (AREA)
• Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
• Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Arrangement Of Transmissions (AREA)

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• 2003
  • 2003-11-19 DE DE10354141A patent/DE10354141A1/de not_active Withdrawn
• 2004
  • 2004-11-12 EP EP04797860.6A patent/EP1685014B2/fr active Active
  • 2004-11-12 CN CNB2004800339068A patent/CN100411928C/zh active Active
  • 2004-11-12 DE DE502004007407T patent/DE502004007407D1/de active Active
  • 2004-11-12 CA CA002546581A patent/CA2546581A1/fr not_active Abandoned
  • 2004-11-12 WO PCT/EP2004/012859 patent/WO2005049401A2/fr active IP Right Grant
  • 2004-11-12 RU RU2006120568/11A patent/RU2322366C1/ru not_active IP Right Cessation
  • 2004-11-12 AT AT04797860T patent/ATE398563T1/de active
  • 2004-11-12 AU AU2004291303A patent/AU2004291303A1/en not_active Abandoned

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