EP2483125A2 - Système amortisseur pour la régulation de niveau dans un véhicule - Google Patents

Système amortisseur pour la régulation de niveau dans un véhicule

Info

Publication number
EP2483125A2
EP2483125A2 EP10762633A EP10762633A EP2483125A2 EP 2483125 A2 EP2483125 A2 EP 2483125A2 EP 10762633 A EP10762633 A EP 10762633A EP 10762633 A EP10762633 A EP 10762633A EP 2483125 A2 EP2483125 A2 EP 2483125A2
Authority
EP
European Patent Office
Prior art keywords
spring
actuator
vehicle
decoupling
unit
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.)
Granted
Application number
EP10762633A
Other languages
German (de)
English (en)
Other versions
EP2483125B1 (fr
Inventor
Cedric Zanutti
Michael Wusching
Andreas Wolf
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to PL10762633T priority Critical patent/PL2483125T3/pl
Publication of EP2483125A2 publication Critical patent/EP2483125A2/fr
Application granted granted Critical
Publication of EP2483125B1 publication Critical patent/EP2483125B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies

Definitions

  • the present invention relates to a spring arrangement for the level-regulating support of a car body on a chassis of a vehicle, in particular one
  • Federeinnchtung claimed a first space, while the actuator claimed a second space.
  • the spring device and the actuator device are connected to one another in an effective direction in a kinematic serial arrangement, wherein the actuator device is designed to compensate at least partially for a change in length of the spring device in the direction of action by a displacement on an actuator component in the direction of action.
  • the present invention further relates to
  • an active spring system is further known in which between the car body and a bogie frame kinematically parallel to a passive spring (for example, a conventional coil spring) of the
  • Secondary suspension is connected to an actuator of a hydropneumatic actuator device.
  • This actuator can be used to actively adjust the level of the car body by (in parallel to the supporting force of the passive spring) exerts a corresponding actuating force between the car body and the bogie frame.
  • Coil spring of the secondary suspension
  • an actuator of an actuator device is connected.
  • the coaxially arranged to the spring actuator can be used to actively adjust the level of the car body by a change in length of the spring (as resulting, for example, from a change in the load of the vehicle) by a corresponding own change in length (ie a shift on one of his
  • the present invention is therefore based on the object to provide a spring arrangement or a vehicle of the type mentioned above, soft not the disadvantages mentioned above or at least to a lesser extent and in particular in a simple and reliable way, the integration of a level control in a
  • the present invention solves this problem starting from a spring arrangement according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that allows the integration of a level control in a vehicle without significant compromises in driving safety and travel comfort for the passengers in a simple and reliable manner, if one arranges the mutually kinematically serially arranged spring means and actuator means in that the installation spaces claimed by them overlap in an overlapping area, at least in their effective direction. Due to this overlap, a particularly compact design can be achieved in the effective direction (usually the vehicle height direction in which the vehicle body is primarily supported by the spring arrangement) without (for a given installation space) a significant shortening of the spring (s) Spring arrangement, the rigidity of the spring assembly is influenced to a considerable extent.
  • the present invention therefore relates to a spring arrangement for level-regulating support of a car body on a chassis of a vehicle, in particular a rail vehicle, with a spring device and an actuator, wherein the spring means claimed a first space, the actuator claimed a second space, the spring means and the actuator device in a direction of action in a kinematic serial arrangement with each other are connected and the actuator device is adapted to a change in length of the spring means in the direction of action by a shift on a
  • the overlapping of the installation spaces can be chosen to be different.
  • the overlap region has a first dimension in the direction of action, while the spring device has a second dimension in a nominal operating state in the effective direction, the first dimension then being at least 20% of the second dimension.
  • the state of the vehicle with a nominal load or the state of the spring assembly with a rated load for which the
  • the spring device comprises at least one spring unit and the actuator device comprises at least one actuator unit, wherein the at least one spring unit and the at least one actuator unit are arranged interleaved to produce the overlap area.
  • the nested arrangement can be realized, for example, in that an actuator unit is inserted into an attractively designed portion of a spring unit, so that this portion of the spring unit the
  • Actuator unit in other words surrounds.
  • a part of the spring unit is inserted in a correspondingly shaped section of the actuator unit.
  • the spring device comprises at least two spring units, while the actuator device comprises at least one actuator unit.
  • the actuator unit is then arranged to produce the overlap region in a gap between the at least two spring units.
  • the actuator unit can be arranged in the space between two or more spring units. Because of the particularly simple, relatively small design, however, variants are preferably realized with only two spring units.
  • the actuator unit is connected to the spring device via at least one coupling device, wherein the coupling device comprises a bridge element.
  • the bridge element is connected at a first end with a first spring unit of the spring device, while at a second end with a second
  • the bridge element has a
  • connection between the actuator unit and the spring device can basically be designed in any suitable manner.
  • a substantially rigid connection between the actuator unit and the spring device may be provided.
  • a decoupling of loads in these load directions running transversely to the direction of action is preferably provided in the area of the actuator unit.
  • the decoupling can be done in any suitable manner.
  • the spring arrangement according to the invention for example, it is provided that the
  • Actuator unit is connected via at least one coupling device with the spring means, wherein the at least one coupling device at least one Includes joint means, via which the actuator unit to at least one
  • Decoupling axis is pivotally connected to the spring device.
  • the at least one decoupling axis extends in this case in a transverse, in particular perpendicular, plane extending to the direction of action, so that the decoupling of moments about this decoupling axis is ensured.
  • the joint device may be designed, for example, in the manner of a ball joint or in the manner of a gimbal joint.
  • the joint device can also be at least one elastic element, which provides the decoupling around the decoupling axis.
  • it may be one or more elastic bushings in which or in which the actuator unit is elastically mounted.
  • the spring units and the actuator unit can in principle be arranged in any suitable manner with respect to one another.
  • an arrangement is chosen in which the longitudinal axes of the spring units and the actuator unit are arranged substantially coplanar, since this is advantageous in terms of a balanced distribution of forces and moments within the spring assembly.
  • a balanced distribution of forces and moments within the spring assembly In this case, a
  • Decoupling then preferably about an axis extending transversely to this plane.
  • the first spring unit defines a first spring axis
  • the second spring unit defines a second spring axis and the first spring axis and the second spring axis define a spring axis plane.
  • the at least one decoupling axis of the coupling device extends transversely, in particular perpendicularly, to the spring axis plane.
  • the decoupling device provides at least one torque decoupling at least one transverse to the direction of action torque axis available.
  • the decoupling can in the region of the connection of the actuator at the Spring device (ie in the coupling region between the spring device and the actuator device) may be provided, as already above the example special
  • the decoupling of undesired forces and moments can additionally or alternatively but also at another location (as in the coupling region between the spring device and the actuator device).
  • Spring arrangement are the spring means and the actuator in one
  • Coupling region interconnected wherein the decoupling region is arranged in a force flow direction spaced from the coupling region to the
  • Decoupling (possibly also) to be made available elsewhere than the coupling area.
  • the decoupling area is remote from the
  • Coupling area arranged. This can be anywhere in the area
  • the decoupling region is in an end region facing away from the coupling region in the force flow direction
  • the respective decoupling device can in principle be realized by any suitable units. So one or more simple rotary joints or swivel joints can be used. In a particularly compact space can be a
  • the decoupling device for this purpose comprises at least one elastic element, in particular a rubber element.
  • the spring device can in principle also be realized by any suitable elements.
  • passive air springs can be used.
  • the spring device preferably comprises at least one mechanical spring unit, wherein the spring unit preferably comprises at least one rubber element and / or at least one metal spring.
  • the actuator device can also be realized in the basically any suitable manner using any suitable active principle (individually or in any desired combination).
  • electromechanical actuators eg.
  • the actuator device preferably comprises at least one actuator unit operating according to a fluidic operating principle
  • the actuator device preferably comprises at least one hydraulic actuator unit and / or at least one hydropneumatic actuator unit.
  • the present invention further relates to a vehicle, in particular a
  • Rail vehicle with a car body, a chassis and a spring arrangement according to the invention, wherein the spring arrangement for level-regulating support of the car body on the chassis between the car body and a component of the chassis, in particular a chassis frame of the chassis is arranged.
  • the spring arrangement according to the invention can be arranged between two components of the chassis.
  • Actuator device connected control device and a control device connected to the sensor device is provided, wherein the sensor device is adapted to detect a current value of a detection amount that is representative of a level of the car body in the height direction above a reference level of a currently traveled track.
  • the control device is then level-regulating
  • the sensor device may be any suitable device which operates according to any mode of action.
  • non-contact sensors may be provided.
  • Figure 1 is a schematic side view of a preferred embodiment of
  • Figure 2 is a schematic perspective view of the spring assembly of Figure 1;
  • Figure 3 is a schematic side view of the spring assembly of Figure 2;
  • Figure 4 is a schematic sectional view of another preferred embodiment of the spring arrangement according to the invention;
  • Figure 5 is a schematic sectional view of another preferred embodiment of the spring arrangement according to the invention.
  • a first preferred exemplary embodiment of the vehicle according to the invention in the form of a rail vehicle 101 will be described below with reference to FIGS. 1 to 3.
  • the vehicle 101 comprises a car body 102 which is supported in the region of its two ends on a chassis in the form of a bogie 103.
  • a chassis in the form of a bogie 103.
  • the present invention may be used in conjunction with other configurations in which the body is supported on a chassis only.
  • a vehicle coordinate system xyz (given by the wheelbase plane of the bogie 103) is indicated, in which the x-coordinate is the longitudinal direction of the rail vehicle 101, the y-coordinate is the transverse direction of the rail vehicle 101 and the z Coordinate means the height direction of the rail vehicle 101.
  • the bogie 103 comprises two wheel units in the form of wheelsets 103.1, 103 2, on each of which a bogie frame 103.4 is supported via a primary suspension 103.3.
  • the car body 102 is in turn via a secondary suspension 103.5 on the
  • the primary suspension 103.3 and the secondary suspension 103.5 are simplified in FIG. 1 as coil springs. It is understood, however, that the primary suspension 103.3 or the secondary suspension 103.5 can be any suitable spring device, as described below
  • Figures 2 and 3 show a perspective view and a side view of a preferred embodiment of the spring arrangement 104 according to the invention, which forms a component of the secondary suspension 103.5.
  • the spring assembly 104 forms one half of the secondary suspension 103.5, via which the car body 102 on the Bogie frame 103.4 is supported in a parallel to the vehicle height direction (z-direction) extending effective direction of the spring assembly 104.
  • the spring assembly 104 is arranged in a well-known manner in the region of one of the two longitudinal sides of the car body 102. On the other longitudinal side of the car body is in the vehicle transverse direction (y-direction) spaced another spring assembly 104, which forms the other half of the secondary suspension 103.5.
  • the spring assembly 104 comprises a
  • Spring device 105 with a first spring unit 105.1 and a second spring unit 105.2, which are arranged spaced from each other in the vehicle longitudinal direction (x-direction) and secured with its underside on the bogie frame 103.4.
  • the longitudinal axes 105.3 and 105.4 of the two spring units 105.1 and 105.2 extend in the illustrated neutral position of the vehicle 101 (standing in a straight, level track) in each case
  • the spring units 105.1, 105.2 are designed in the present example in a well-known manner as so-called rubber-metal springs. It is understood, however, that in other variants of the invention, any other spring units can be used. So a spring unit z. B. be composed of one or more coil springs. However, if appropriate, passive air springs can also be used. Furthermore, it is understood that of course, any combination of such springs can be used.
  • the two spring units 105.1 and 105.2 are connected at their cart side ends via a bridge member 106 which extends in the vehicle longitudinal direction.
  • the bridge element 106 carries centrally in the space between the two spring units 105.1 and 105.2 an actuator unit in the form of a hydraulic cylinder 107.1, the
  • Part of an actuator 107 of the spring assembly 104 is.
  • the free end of the piston rod 107.2 of the hydraulic cylinder 107.1 is connected to a bracket 107.3, on which the car body 102 or a well-known cradle sits, which in turn supports the car body.
  • the spring device 105 and the actuator 107 are connected in a coupling region via a coupling device in the form of the bridge element 106, so that they act in a kinematic serial arrangement between the bogie frame 103.4 (as a component of the Drehgesteiis 103) and the car body 102.
  • the longitudinal axes 105.3 and 105.4 of the two spring units 105.1 and 105.2 and the longitudinal axis 107.4 of the hydraulic cylinder 107.1 are arranged substantially copiarar, so that there is no introduction of moments in the spring assembly 104 in the neutral position of the vehicle 101 shown.
  • the piston rod 107.3 of the hydraulic cylinder 107.1 can be moved along the longitudinal axis 107.4 of the hydraulic cylinder 107.1, whereby the vehicle body 102 can be raised or lowered in the vehicle height direction (ie the primary direction of action, the spring assembly 104) by its height level N (ie its distance in the vehicle height direction ) above that defined by the upper rail edges SOK
  • This level-raising raising or lowering of the car body 102 is controlled by a control device 108 connected to the actuator device 107.
  • the control device 108 receives from several sensor devices 108.1 the current values of a detection variable representative of the current height level N of the car body at this point are. This can be any acquisition variables that allow a conclusion on the current height level N with sufficient accuracy.
  • the sensor devices are non-contact sensors 108.1 (for example ultrasound sensors), from the measurement signals of which the distance between the car body 102 and the bogie frame 103.4 can be determined.
  • other distance meter such as mechanical distance meter or the like can be used.
  • the control device 108 controls the supply of hydraulic oil to the hydraulic cylinders 107.1 in dependence on the measurement signals of the sensors 108.1 to a specific predeterminable height level N as n genereil or under certain operating conditions of the vehicle 101 (for. Example, when stopping at a platform or the like) adjust.
  • the height level N also other sizes can be taken into account.
  • the wear of the wheels of the wheelsets 103.1, 103.2 are taken into account as well as the current state of the primary suspension.
  • the height level N can also be measured directly.
  • the kinematically serial arrangement of the hydraulic cylinder 107.1 to the spring units 105.1, 105.2 has the already mentioned above advantage that the suspension and damping properties of the spring units 105.1, 105.2 are independent of the state of the hydraulic cylinder 107.1.
  • a malfunction eg a
  • Blockade or failure of the hydraulic cylinder 107.1 does not lead to a change in these properties, so that thereby significantly influenced properties of the
  • Actuator 106 arranged so that overlap the space occupied by them spaces in the effective direction of the spring assembly 104 (z-direction) in an overlap region having a first dimension H1 in the direction of action. Due to this overlapping of the installation spaces (thus therefore by the nested arrangement of the
  • the spring device 105 has a second dimension H2 in the direction of action in the present example in a nominal operating state shown in FIG. 3 (vehicle 101 with nominal loading in a straight flat track).
  • the first dimension H1 in the present example is 78% of the second dimension H2, so that a high overlap and thus an extremely compact arrangement are realized.
  • the hydraulic cylinder 107. 1 is in one
  • the swivel joint 106.1 defines a decoupling axis in the form of a pivot axis 106.2, which in the example shown (in the nominal operating state) runs perpendicular to the spring axis plane defined by the two spring axes 105.3, 105.4 and thus parallel to the vehicle transverse direction (y-direction).
  • the swivel joint 106.1 is realized in the present example by two lateral stub shafts on the housing of the hydraulic cylinder 107.1, which is pivotable in
  • Hydraulic cylinder 107.1 can be added. It is understood, however, that in other variants of the invention, such further decoupling may be provided. For example, a gimbal connection of the hydraulic cylinder to the
  • Bridge element may be provided.
  • FIG. 1 A further advantageous embodiment of the spring arrangement 204 according to the invention, which can be used in the vehicle 101 of FIG. 1 instead of the spring arrangement 104, is illustrated in FIG.
  • the spring arrangement 204 corresponds in its basic design and mode of operation to the spring arrangement 104 from FIGS. 2 and 3, so that only the differences are discussed here.
  • identical components are provided with the identical reference symbols, while identical ones
  • Coupling device 206 Although this also realized as a bridge element 206 between the two springs 105.1 and 105.2.
  • the articulation device 206.1 is realized via a plurality of elastic elements in the form of rubber elements, namely an elastic bushing 206.3 and an elastic support 206.4, via which the hydraulic cylinder 107.1 in a cup-shaped receptacle 206.5 of the bridge element 206 in FIG a coupling region is elastically attached. This elastic attachment causes depending on the stiffness of the rubber elements a more or less strong decoupling of moments both about the vehicle transverse axis and about the vehicle longitudinal axis.
  • Decoupling be provided, as indicated in Figure 4 by the dashed contour 209.
  • This further decoupling device 209 can likewise provide a decoupling about one or more decoupling axes.
  • FIG. 304 A further advantageous embodiment of the spring arrangement 304 according to the invention, which can be used in the vehicle 101 of FIG. 1 instead of the spring arrangement 104, is shown in FIG.
  • the spring assembly 304 corresponds in its basic design and operation of the spring assembly 104 of Figure 2 and 3 and the spring assembly 204 of Figure 4, so that only the differences should be discussed here.
  • identical components are identical to those
  • the spring means 305 comprises only a single spring unit in the form of a rubber-metal spring 305.1, in the interior of which nested the hydraulic cylinder 107.1 is arranged.
  • the hydraulic cylinder 107.1 is seated in a cup-shaped receptacle 306.5 of the coupling element 306, which is connected to the carriage box-side end of the spring 305.1.
  • the articulation device 306.1 is realized via a plurality of elastic elements in the form of rubber elements, namely an elastic bushing 306.3 and an elastic support 306.4, via which the hydraulic cylinder 107.1 is elastically secured in the receptacle 306.5 of the coupling element 306 ,
  • Spring device sits on a component of the chassis, while the (lying at the other end of the spring assembly) actuator device is connected to the car body. It is understood, however, that in other variants of the invention, a reverse arrangement may be provided, in which the actuator device is seated on a component of the chassis, while the spring device with the
  • Car body is connected.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)

Abstract

Système amortisseur pour la régulation de niveau d'une carrosserie supportée par le dispositif de roulement d'un véhicule, en particulier d'un véhicule sur rails, qui comporte un dispositif amortisseur (105) et un dispositif actionneur (107), le dispositif amortisseur (105) occupant un premier espace, le dispositif actionneur (107) occupant un second espace, le dispositif amortisseur (105) et le dispositif actionneur (107) étant reliés l'un à l'autre dans une direction d'action selon une disposition en série sur le plan cinématique, et le dispositif actionneur (107) étant conçu pour compenser au moins en partie une modification de longueur du dispositif amortisseur (105) dans la direction d'action par un coulissement le long d'un composant (107.2) de l'actionneur dans la direction d'action. Le premier espace et le second espace se chevauchent dans la direction d'action, dans une zone de chevauchement. La présente invention concerne en outre un véhicule pourvu d'un système amortisseur de ce type.
EP10762633.5A 2009-09-30 2010-09-22 Système amortisseur pour la régulation de niveau dans un véhicule Active EP2483125B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL10762633T PL2483125T3 (pl) 2009-09-30 2010-09-22 Urządzenie sprężynowe do regulacji poziomu w pojeździe

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009043488A DE102009043488A1 (de) 2009-09-30 2009-09-30 Federanordnung zur Niveauregulierung in einem Fahrzeug
PCT/EP2010/063993 WO2011039092A2 (fr) 2009-09-30 2010-09-22 Système amortisseur pour la régulation de niveau dans un véhicule

Publications (2)

Publication Number Publication Date
EP2483125A2 true EP2483125A2 (fr) 2012-08-08
EP2483125B1 EP2483125B1 (fr) 2016-11-23

Family

ID=41809106

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10762633.5A Active EP2483125B1 (fr) 2009-09-30 2010-09-22 Système amortisseur pour la régulation de niveau dans un véhicule

Country Status (12)

Country Link
US (1) US8899159B2 (fr)
EP (1) EP2483125B1 (fr)
CN (1) CN102639381B (fr)
AT (1) AT11132U1 (fr)
AU (1) AU2010303108B2 (fr)
CA (1) CA2775957C (fr)
DE (2) DE102009043488A1 (fr)
FR (1) FR2950569B3 (fr)
LT (1) LT2483125T (fr)
PL (1) PL2483125T3 (fr)
PT (1) PT2483125T (fr)
WO (1) WO2011039092A2 (fr)

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DE102014216965A1 (de) * 2014-08-26 2016-03-03 Siemens Aktiengesellschaft Fahrwerk für ein Schienenfahrzeug
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USD932370S1 (en) * 2017-05-30 2021-10-05 Miner Enterprises, Inc. Railcar side bearing pad
CN107351861B (zh) * 2017-07-12 2020-05-19 太原中车时代轨道工程机械有限公司 复合型二系悬挂装置
EP3450280B1 (fr) * 2017-09-05 2020-05-27 Bombardier Transportation GmbH Véhicule ferroviaire avec dispositif à ressort d'urgence
DE102017223000A1 (de) * 2017-12-18 2019-06-19 Contitech Luftfedersysteme Gmbh Schienenfahrzeugfederung
CN109050578B (zh) * 2018-08-29 2020-01-10 中车青岛四方机车车辆股份有限公司 控制轨道车辆升降的方法及系统
CN110469609A (zh) * 2019-08-29 2019-11-19 株洲时代新材料科技股份有限公司 一种带硬止挡的复合橡胶金属止挡方法及复合橡胶止挡
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Also Published As

Publication number Publication date
WO2011039092A3 (fr) 2011-10-13
EP2483125B1 (fr) 2016-11-23
WO2011039092A2 (fr) 2011-04-07
CA2775957C (fr) 2018-02-13
AU2010303108A1 (en) 2012-05-10
PT2483125T (pt) 2017-02-13
CA2775957A1 (fr) 2011-04-07
CN102639381A (zh) 2012-08-15
CN102639381B (zh) 2015-04-15
AT11132U1 (de) 2010-05-15
FR2950569A3 (fr) 2011-04-01
LT2483125T (lt) 2017-02-10
DE102009043488A1 (de) 2011-05-05
FR2950569B3 (fr) 2011-09-23
PL2483125T3 (pl) 2017-07-31
DE202009015029U1 (de) 2010-04-29
US8899159B2 (en) 2014-12-02
WO2011039092A9 (fr) 2011-08-18
AU2010303108B2 (en) 2015-05-21
US20120240818A1 (en) 2012-09-27

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