EP1861269A1 - Aktuator für einen geteilten stabilisator eines kraftfahrzeuges - Google Patents
Aktuator für einen geteilten stabilisator eines kraftfahrzeugesInfo
- Publication number
- EP1861269A1 EP1861269A1 EP06722649A EP06722649A EP1861269A1 EP 1861269 A1 EP1861269 A1 EP 1861269A1 EP 06722649 A EP06722649 A EP 06722649A EP 06722649 A EP06722649 A EP 06722649A EP 1861269 A1 EP1861269 A1 EP 1861269A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- stabilizer
- hydraulic
- actuator
- switchable coupling
- pressure
- 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.)
- Withdrawn
Links
Classifications
-
- 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
- B60G21/04—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 mechanically
- B60G21/05—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 mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/055—Stabiliser bars
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D11/00—Clutches in which the members have interengaging parts
- F16D11/14—Clutches in which the members have interengaging parts with clutching members movable only axially
-
- 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
- B60G21/04—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 mechanically
- B60G21/05—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 mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
-
- 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
- B60G21/04—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 mechanically
- B60G21/05—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 mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/055—Stabiliser bars
- B60G21/0551—Mounting means therefor
- B60G21/0553—Mounting means therefor adjustable
- B60G21/0556—Mounting means therefor adjustable including a releasable coupling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/13—Torsion spring
- B60G2202/135—Stabiliser bar and/or tube
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/20—Type of damper
- B60G2202/22—Rotary Damper
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/40—Type of actuator
- B60G2202/41—Fluid actuator
- B60G2202/413—Hydraulic actuator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/42—Joints with cam surfaces
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/40—Constructional features of dampers and/or springs
- B60G2206/42—Springs
- B60G2206/427—Stabiliser bars or tubes
Definitions
- the invention relates to an actuator according to the preamble of claim 1.
- Such an actuator is also known as a stabilizer and is mainly used in vehicle technology.
- each axle of a motor vehicle is associated with a stabilizer which operates on the torsion bar principle and which is arranged parallel to the vehicle axle and fixed at both ends to a wheel suspension.
- This stabilizer prevents or weakens the transmission of the rolling road conditions caused by the wheels and rolling movements on the vehicle body substantially. Such rolling movements occur in particular in road curves or in uneven road conditions.
- One-piece stabilizers are designed in their dimensions and in their material properties to a predetermined spring rate, so they absorb torsional forces only in a certain order and can muster appropriate counter forces. However, they react to different loads either too soft or too hard, which adversely affects the ride comfort.
- One-piece stabilizers are therefore very well suited for use on the road. In contrast, they are not suitable because of the higher torsional loads in vehicles designed for the terrain. For larger torsional loads, such as occur when driving off-road and where the limited angle of rotation of a one-piece stabilizer is no longer sufficient, therefore, two-part stabilizers are used, which are connected to each other via a hydraulic swing motor. In DE 100 12 915 Al, such a two-part stabilizer is described with a hydraulic swing motor.
- This hydraulic swing motor consists of an outer rotary member which is rigidly connected to the one stabilizer member, and an inner rotary member which is in rigid connection with the other stabilizer member.
- the outer rotary part inwardly directed stator and the inner rotary part outwardly directed rotor blades, the stator and the rotor blades form between them hydraulic pressure chambers and hydraulic suction chambers.
- the inner rotary member and the outer rotary member to the stop of the stator and rotor blades are limited to each other rotatable.
- the hydraulic swing motor allows an additional angle of rotation, whereby the two-part stabilizer can respond to larger road bumps.
- the hydraulic swing motor with its hydraulic spring rate reacts softer to uneven road surfaces, which further increases ride comfort. Two-piece stabilizers with a hydraulic swing motor are therefore used because of the larger angle of rotation in the field and for better driving comfort on the road.
- split stabilizers are used, which are connected to each other via a switchable coupling.
- a switchable coupling is also described in the already mentioned DE 100 12 915 A1.
- this switchable coupling consists of an outer rotary member and an inner rotary member, which are rigidly connected in each case on the one hand with the one stabilizer part and on the other hand with the other stabilizer part.
- the outer rotary member and the inner rotary member are each equipped with two opposite drivers, which are arranged on a common radial plane and form between them two opposite Frersammlung.
- the front side has in the interstices of the driver matching locking elements and is charged in the locking direction of a compression spring and in the unlocking of a hydraulic pressure.
- the hydraulic pressure in the hydraulic clutch is switched off, so that the locking piston shifts under the force of the compression spring and the clearance between the drivers of the two rotating parts with its locking elements fills backlash.
- both stabilizing parts are rotatably connected to each other and behave the two stabilizer parts in this position as a one-piece stabilizer.
- the locking piston is loaded by a hydraulic pressure, which displaces the locking piston against the force of the compression spring and thus opens the locking elements and the radial driver. In this open position, the outer rotary member and the inner rotary member are rotatable over a limited angle of rotation to each other.
- the invention is therefore based on the object to develop a generic actuator for the stabilizer of a motor vehicle, which builds up a spring rate in the open position of the stabilizer.
- This object is solved by the characterizing features of claim 1. Expedient refinements emerge from the subclaims 2 and 3.
- the new actuator for motor vehicles eliminates the disadvantages of the prior art.
- the particular advantage of the actuator is that in a two-part stabilizer a desired spring rate can also be adjusted in the open position of the switchable coupling.
- a spring rate acts over the entire rotational travel of the stabilizer. This results in a high ride comfort and a high driving safety both for driving on the road and for driving off-road.
- the pressure in the pressure chambers of the hydraulic swing motor is adjustable and is chosen so that the hydraulic spring rate adapts to the spring rate of the stabilizer parts.
- the switchable coupling unit and the hydraulic damping unit form a common housing and a common shaft. This simplifies the structure of the actuator, which also results in a simpler and thus cost-saving production. But this simple structure also leads to a compact design, which can be very space-saving obstruct the actuator in the vehicle. But it is also basically possible to build the switchable coupling and the hydraulic damping unit as separate assemblies that are functionally linked together and positioned at the appropriate position of the stabilizer.
- FIG. 1 shows a simplified representation of a two-part stabilizer with a
- FIG. 2 the actuator in longitudinal section
- FIG. 4 a damping unit of the AMuator in longitudinal section
- FIG. 5 the damping unit of the actuator in cross section.
- each axle of a motor vehicle basically consists of two wheels 1, which are fastened to an axle 2.
- Parallel to the axis 2 is a split stabilizer 3 with its two stabilizer parts 4 and 5, wherein each stabilizer part 4, 5 is connected on the one hand to a not shown wheel suspension of the relevant wheel 1 and on the other hand via a bearing 6 with the vehicle body.
- an actuator 7 is arranged, which connects the two stabilizer parts 4, 5 of the stabilizer 3 with each other or separated from each other.
- the actuator 7 is composed of a switchable coupling unit 8 and a hydraulic damping unit 9, both of which are accommodated on the same axis in a common cylindrical housing 10 and which are separated from each other pressure-tight by a bearing and sealing element 11.
- the cylindrical housing 10 has a closed bottom 12, which is non-positively connected to the one stabilizer part 4.
- On the inner side of the bottom 12 is a bearing 13 for a hinge.
- the bottom 12 opposite the housing 11 is closed rotatably with a cover 14.
- the lid 14 has a continuous bearing bore 15 and is equipped with a corresponding sealing element 16 for a shaft 17.
- the shaft 17 is frictionally connected to the other stabilizer part 5 and extends through the entire cylindrical housing 10 to the bearing point 13 in the bottom 12 of the cylindrical housing 10.
- the shaft 17 covers both the switchable coupling unit 8 and the hydraulic damping unit.
- the shaft 17 is positively and non-positively connected within the switchable coupling unit 8 with a radial driver 18, wherein the radial driver 18 is disposed in the radial space between the shaft 17 and the inner wall of the cylindrical housing 10.
- the connection between the shaft 17 and the radial carrier 18 is preferably realized by a toothing.
- Another radial driver 19 is rotatably connected to the housing 10 and thereby arranged in the same radial plane as the radial driver 18 of the shaft 17 and also in the radial space between the shaft 17 and the inner wall of the cylindrical housing 10.
- the radial driver 18 of the shaft 17 and the radial driver 19 of the cylindrical housing 10 are dimensioned so that they form between them corresponding clearances and thus are limited to each other rotatable.
- an axially displaceable and rotatable locking piston 20 which divides the interior of the cylindrical housing 10 on the cover side in a pressure spring chamber 21 and the bottom side in a pressure chamber 22.
- a compression spring 23 is inserted, which is supported on the cover 14 of the housing 10 and which loads the locking piston 20.
- the pressure spring chamber 21 is further connected via a leakage oil connection 24 with a hydraulic tank, not shown.
- the pressure chamber 22 via a pressure oil connection 25 connection with a hydraulic pressure oil supply system, not shown.
- the locking piston 20 is further equipped with an inner sealing element 26 and with an outer sealing element 27, which hydraulically seal the pressure chamber 22 and the pressure spring chamber 21 against each other.
- two locking claws 28 are formed on the bottom side of the locking piston 20, which are in the same way as the two radial drivers 18 and 19 in the radial clearance between the shaft 17 and the wall of the housing 10 and the two opposite are arranged.
- the shape and dimensions of the two locking claws 28 are adapted in a particular manner to the shapes and dimensions of the two radial drivers 18 and 19.
- the two locking claws 28 have a width which fill the two free spaces between the two radial drivers 18 and 19 without play and a length which in one end position of the adjusting piston 20 engages the locking claws 28 in the region of the two radial drivers 18, 19th enable.
- Locking piston 20 equipped with a stroke limiter, which prevents the two radial drivers 18, 19 and the two locking claws 28 are disengaged in the other end position of the adjusting piston 20. In this end position, therefore, there continues to be a positive longitudinal overlap of the radial drivers 18, 19 and the locking claws 28 of the locking piston 20.
- the shaft 17 is provided in the region of the hydraulic damping unit 9 with inner, radially outwardly directed rotary blades 30, while the cylindrical housing 10 has corresponding outer, radially inwardly directed rotary blades 31.
- the inner rotary vanes 30 of the shaft 17 and the outer rotary vanes 31 of the cylindrical housing 10 are made in a same axial length and designed in such a configuration that they form between them at least two radial clearances. In the area of these free spaces, the outer rotary blades 31 and the inner rotary blades 30 are freely rotatable relative to one another until they come to lie against each other.
- the radial clearances between the inner rotary blades 30 and the outer rotary blade 31 find by the bottom 12 on the one hand and the bearing and sealing member 11 on the other hand, an axial conclusion, so that the free spaces between the inner rotary wing 30 and the outer rotary blades 31 as two opposing pressure chambers 32 and suction chambers 33 form. All pressure chambers 32 are connected to each other by a first pressure equalization channel, not shown, and all suction chambers 33 by a second pressure equalization channel, not shown.
- Both the pressure chambers 32 and the suction chambers 33 are connected via a pressure oil connection 34 and a Saugölan gleich 35 with a hydraulic system, the facilities for supply and discharge of Pressure oil and for controlling and regulating the pressures in the pressure chambers 32 and the suction chambers 33 has.
- the pressure chamber 22 of the locking piston 20 is supplied with a required pressure, which moves the locking piston 20 against the force of the compression spring 23 in the direction of the lid 14 of the cylindrical housing 10.
- This movement of the locking piston 20 is axially limited, so that the conical surfaces 29 of the radial drivers 18, 10 and the conical surfaces 29 of the locking claws 28 disengage, but still remains a length overlap of the radial drivers 18, 19 on the one hand and the locking claws 28 on the other.
- both stabilizing parts act 4, 5 in this direction of rotation again as a one-piece stabilizer, the rolling movements of the wheels 1 due to the designed spring rate of the stabilizing parts 4, 5 in of the back to the relevant direction.
- the rotational movement is attenuated by this angle of rotation as a function of the prevailing pressure in the spinning chambers 32, so that in this rotation range the rolling movements starting from the wheels 1 are cushioned by a hydraulic spring rate predetermined by an adjustment of the hydraulic pressure in the pressure chambers 32.
- a hydraulic spring rate can be generated for this twisting range in an ideal manner, which corresponds to the spring rate of the two stabilizing parts 4 and 5.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Vehicle Body Suspensions (AREA)
- Fluid-Damping Devices (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102005013769A DE102005013769B4 (de) | 2005-03-22 | 2005-03-22 | Aktuator für einen geteilten Stabilisator eines Kraftfahrzeuges |
PCT/DE2006/000494 WO2006099848A1 (de) | 2005-03-22 | 2006-03-20 | Aktuator für einen geteilten stabilisator eines kraftfahrzeuges |
Publications (1)
Publication Number | Publication Date |
---|---|
EP1861269A1 true EP1861269A1 (de) | 2007-12-05 |
Family
ID=36282718
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06722649A Withdrawn EP1861269A1 (de) | 2005-03-22 | 2006-03-20 | Aktuator für einen geteilten stabilisator eines kraftfahrzeuges |
Country Status (7)
Country | Link |
---|---|
US (1) | US7726666B2 (de) |
EP (1) | EP1861269A1 (de) |
JP (1) | JP2008535718A (de) |
KR (1) | KR20070114755A (de) |
CN (1) | CN101146689A (de) |
DE (1) | DE102005013769B4 (de) |
WO (1) | WO2006099848A1 (de) |
Families Citing this family (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10358762A1 (de) * | 2003-12-12 | 2005-07-14 | Zf Friedrichshafen Ag | Stabilisator für ein Kraftfahrzeug |
DE102006061975B4 (de) | 2006-12-21 | 2008-11-20 | Zf Friedrichshafen Ag | Radaufhängung |
DE102009005898A1 (de) * | 2009-01-23 | 2010-07-29 | Audi Ag | Anordnung eines Stabilisators an einer Radaufhängung für Kraftfahrzeuge |
DE102009005899A1 (de) * | 2009-01-23 | 2010-07-29 | Audi Ag | Anordnung eines Stabilisators an einer Radaufhängung für Kraftfahrzeuge |
DE102009006385A1 (de) * | 2009-01-28 | 2010-07-29 | Schaeffler Technologies Gmbh & Co. Kg | Getriebemotor für einen Wankstabilisator |
DE102009046077B4 (de) | 2009-10-28 | 2022-03-17 | Robert Bosch Gmbh | Fahrwerk-Stabilisator in einem Fahrzeug |
DE102009047123A1 (de) | 2009-11-25 | 2011-05-26 | Robert Bosch Gmbh | Fahrwerk-Stabilisator für ein Fahrzeug |
DE102009047108A1 (de) | 2009-11-25 | 2011-05-26 | Robert Bosch Gmbh | Fahrwerk für ein Fahrzeug |
DE102010045898A1 (de) * | 2010-04-12 | 2011-10-13 | Magna Powertrain Ag & Co Kg | Kopplungsanordnung |
DE102010062190A1 (de) | 2010-11-30 | 2012-05-31 | Robert Bosch Gmbh | Stabilisator für ein Fahrzeug |
DE102011077032A1 (de) | 2011-06-07 | 2012-12-13 | Robert Bosch Gmbh | Stabilisatoranordnung für ein Kraftfahrzeug |
US8690175B2 (en) * | 2012-05-21 | 2014-04-08 | Schaeffler Technologies AG & Co. KG | Stabilizer bar |
DE102014206598A1 (de) | 2014-04-04 | 2015-10-08 | Volkswagen Aktiengesellschaft | Stabilisator für eine Fahrwerksachse eines Fahrzeuges und Fahrzeug mit einem solchen Stabilisator |
DE102014207156A1 (de) * | 2014-04-15 | 2015-10-15 | Zf Friedrichshafen Ag | Schwingungsentkopplungsvorrichtung für Rad- und/oder Lenkantriebe von Flurförderzeugen |
US9944148B2 (en) * | 2016-08-10 | 2018-04-17 | Ford Global Technologies, Llc | Anti-roll systems and related methods |
CN108909395A (zh) * | 2018-07-20 | 2018-11-30 | 芜湖新瑟安智能科技有限公司 | 一种汽车装配用车体悬挂装置 |
DE102019111488A1 (de) * | 2019-05-03 | 2020-11-05 | Muhr Und Bender Kg | Stabilisatoranordnung eines zweispurigen Fahrzeuges |
US11648812B2 (en) | 2020-08-21 | 2023-05-16 | Toyota Motor Engineering & Manufacturing North America, Inc. | No roll torsion bar |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2629816C2 (de) | 1976-07-02 | 1986-07-31 | Fichtel & Sachs Ag, 8720 Schweinfurt | Lamellendämpfer mit veränderlicher Anpreßkraft |
DE3740244A1 (de) * | 1987-11-27 | 1989-06-08 | Daimler Benz Ag | Stabilisator fuer kraftfahrzeuge |
JPH0755129Y2 (ja) * | 1989-12-15 | 1995-12-20 | トヨタ自動車株式会社 | 車輌用スタビライザ装置 |
DE4435491C2 (de) * | 1993-11-05 | 1997-07-03 | Fichtel & Sachs Ag | Stabilisatoranordnung mit einem Schwenkmotor |
US5575502A (en) * | 1993-11-05 | 1996-11-19 | Fichtel & Sachs Ag | Rotary actuator such as a hydraulic rotary actuator for a motor vehicle and a method of making a rotary actuator |
JPH0930234A (ja) * | 1995-07-17 | 1997-02-04 | Kayaba Ind Co Ltd | 車両のロール制御装置 |
DE19754539C2 (de) * | 1997-12-09 | 2001-11-29 | Mannesmann Sachs Ag | Schwenkmotor |
DE19923100C1 (de) * | 1999-05-20 | 2001-02-08 | Pnp Luftfedersysteme Gmbh | Stabilisator für ein Kraftfahrzeug |
DE19950624A1 (de) * | 1999-10-20 | 2001-04-26 | Zf Lenksysteme Gmbh | Aktuator |
DE10012915A1 (de) * | 2000-03-16 | 2001-10-04 | Pnp Luftfedersysteme Gmbh | Geteilter Stabilisator mit optimierter Federrate |
US6513819B1 (en) * | 2000-11-28 | 2003-02-04 | Delphi Technologies, Inc. | Hydraulically actuated sway bar latch |
JP2003222175A (ja) * | 2002-01-29 | 2003-08-08 | Toyota Motor Corp | ロータリダンパおよびロータリダンパ装置 |
DE10205932A1 (de) * | 2002-02-12 | 2003-08-21 | Zf Lemfoerder Metallwaren Ag | Querstabilisator für ein Kraftfahrzeug |
DE10225035B4 (de) * | 2002-06-06 | 2004-11-04 | ZF Lemförder Metallwaren AG | Geteilter Stabilisator und Verfahren zur Herstellung einer verzahnten Anbindung des äußeren Drehteils an einen der beiden Stabilisatorteile |
JP4336217B2 (ja) * | 2004-02-12 | 2009-09-30 | アイシン精機株式会社 | スタビライザ制御装置 |
DE102004034217A1 (de) * | 2004-07-14 | 2006-02-09 | Zf Friedrichshafen Ag | Geteilter Stabilisator mit optimierter Federrate |
JP2007137153A (ja) * | 2005-11-16 | 2007-06-07 | Aisin Seiki Co Ltd | スタビライザ制御装置 |
-
2005
- 2005-03-22 DE DE102005013769A patent/DE102005013769B4/de not_active Expired - Fee Related
-
2006
- 2006-03-20 JP JP2008502241A patent/JP2008535718A/ja active Pending
- 2006-03-20 WO PCT/DE2006/000494 patent/WO2006099848A1/de not_active Application Discontinuation
- 2006-03-20 US US11/909,128 patent/US7726666B2/en not_active Expired - Fee Related
- 2006-03-20 EP EP06722649A patent/EP1861269A1/de not_active Withdrawn
- 2006-03-20 KR KR1020077021384A patent/KR20070114755A/ko not_active Application Discontinuation
- 2006-03-20 CN CNA2006800089752A patent/CN101146689A/zh active Pending
Non-Patent Citations (1)
Title |
---|
See references of WO2006099848A1 * |
Also Published As
Publication number | Publication date |
---|---|
US20080191430A1 (en) | 2008-08-14 |
US7726666B2 (en) | 2010-06-01 |
DE102005013769A1 (de) | 2006-10-05 |
CN101146689A (zh) | 2008-03-19 |
JP2008535718A (ja) | 2008-09-04 |
WO2006099848A1 (de) | 2006-09-28 |
DE102005013769B4 (de) | 2008-01-17 |
KR20070114755A (ko) | 2007-12-04 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 20070720 |
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