EP2483125B1 - Federanordnung zur niveauregulierung in einem fahrzeug - Google Patents

Federanordnung zur niveauregulierung in einem fahrzeug Download PDF

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Publication number
EP2483125B1
EP2483125B1 EP10762633.5A EP10762633A EP2483125B1 EP 2483125 B1 EP2483125 B1 EP 2483125B1 EP 10762633 A EP10762633 A EP 10762633A EP 2483125 B1 EP2483125 B1 EP 2483125B1
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EP
European Patent Office
Prior art keywords
spring
actuator
decoupling
vehicle
unit
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Active
Application number
EP10762633.5A
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German (de)
English (en)
French (fr)
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EP2483125A2 (de
Inventor
Cedric Zanutti
Michael Wusching
Andreas Wolf
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Priority to PL10762633T priority Critical patent/PL2483125T3/pl
Publication of EP2483125A2 publication Critical patent/EP2483125A2/de
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    • 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 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 according to the preamble of claim 1.
  • the spring device claims 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 a vehicle having such a level-regulating spring arrangement.
  • an active spring system 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, an actuator of a hydropneumatic actuator is connected.
  • This actuator can be used to actively adjust the level of the car body by applying a corresponding force (parallel to the passive force of the passive spring) between the car body and the bogie frame.
  • an active spring system in which between the car body and a bogie frame above and kinematically connected serially to a passive spring (for example, a conventional coil spring) of the secondary suspension, an actuator of an actuator.
  • a passive spring for example, a conventional coil spring
  • 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 Components).
  • JP 07-125634 A is a vehicle with active adjustment of the inclination of the car body about the vehicle longitudinal axis known, wherein a generic spring arrangement is used with parallel to the vehicle longitudinal axis decoupling axis.
  • the present invention is therefore based on the object to provide a spring arrangement or a vehicle of the type mentioned above, which does not have the abovementioned disadvantages or at least to a lesser extent and in particular in a simple and reliable way, the integration of a level control in a Vehicle without significant compromises in driving safety and travel comfort for the passengers allows.
  • 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 device, wherein the spring means claimed a first space, the actuator claimed a second space, the spring means and the Actuator in a direction of action in a kinematic serial arrangement are interconnected and the actuator is designed to compensate for a change in length of the spring means in the direction of action by a shift on an actuator in the direction of action at least partially.
  • the first space and the second space overlap each other in the direction of action in an overlapping area.
  • the overlapping of the installation spaces can be chosen to be different.
  • the overlap region has a first dimension in the effective direction, 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 first dimension is at least 40% of the second dimension, preferably at least 60% of the second dimension. This makes it possible to realize particularly compact designs.
  • the nominal operating state for the purposes of the present invention denotes the state of the vehicle with a nominal load or the state of the spring arrangement with a nominal load for which the spring arrangement is nominally designed.
  • 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 nested one inside the other to produce the overlap region.
  • the nested arrangement can be realized, for example, by inserting an actuator unit into an attractively designed section of a spring unit, so that this section of the spring unit surrounds the actuator unit in other words.
  • 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 for the production of the overlap region in a space between the at least two spring units is arranged.
  • This design is particularly advantageous because it can be used in a particularly simple manner in connection with a number of conventional vehicles, in which already several adjacent spring units (for example, two passive springs per chassis side for the secondary suspension) are used.
  • 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 to a first spring unit of the spring device, while it is connected at a second end to a second spring unit of the spring device.
  • the bridge element has a central region which spans a gap between the first spring unit and the second spring unit, wherein the actuator unit is connected to the bridge element in the middle region.
  • 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 effective direction is provided in the region of the actuator unit.
  • the decoupling can be done in any suitable manner.
  • the actuator unit is connected to the spring device via at least one coupling device, wherein the at least one coupling device comprises at least one articulation device, via which the actuator unit is pivotably connected to the spring device by at least one decoupling axis.
  • the at least one decoupling axis runs in this Case in a transverse, in particular perpendicular, extending to the direction of action plane, so that the decoupling of moments is ensured by this decoupling axis.
  • a decoupling of moments about an axis extending in the vehicle transverse direction axis is provided.
  • the decoupling can also be provided around a plurality of transversely or perpendicularly extending axis.
  • 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 decoupling then preferably takes place 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.
  • the decoupling can be provided in the region of the connection of the actuator device to the spring device (that is to say in the coupling region between the spring device and the actuator device), as has already been described above using the example of special design variants.
  • 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).
  • the spring device and the actuator device are interconnected in a coupling region, wherein the decoupling region is spaced from the coupling region in a force flow direction to provide decoupling (optionally also) elsewhere than the coupling region.
  • the decoupling region is located away from the coupling region. This can happen at any point in the area of the actuator device.
  • the decoupling region is arranged in an end region of the actuator device facing away from the coupling region in the force flow direction, since decoupling in such a connection region relative to adjacent components can be implemented comparatively easily.
  • 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, a torque decoupling can be realized if 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 conventional spindle drives etc.
  • the actuator device preferably comprises at least one actuator unit operating according to a fluidic operating principle, wherein 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 is arranged on the chassis between the car body and a component of the chassis, in particular a chassis frame of the chassis. Additionally or alternatively, the spring arrangement according to the invention can be arranged between two components of the chassis. Thus, it is thus possible to provide the spring arrangement according to the invention in the region of the secondary suspension as well as in the region of the primary suspension of the vehicle.
  • a control device connected to the actuator device and a sensor device connected to the control device are preferably provided, wherein the sensor device is designed to detect a current value of a detection variable which is above a reference level of a level of the car body in the height direction Currently traveled track is representative.
  • the control device is then designed for level-controlling actuation of the actuator device as a function of the current value of the detection variable.
  • the sensor device can be any suitable device that operates according to any mode of action.
  • non-contact sensors may be provided.
  • FIGS. 1 to 3 a preferred embodiment of the vehicle according to the invention in the form of a rail vehicle 101 described.
  • 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 x, y, z (given by the wheel tread 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 indicate 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 supported by a secondary suspension 103.5 on the bogie frame 103.4.
  • the primary suspension 103.3 and the secondary suspension 103.5 are in FIG. 1 simplified as coil springs shown. It is understood, however, that the primary suspension 103.3 or the secondary suspension 103.5 can be any suitable spring device, as will be explained in detail below in connection with the secondary suspension 103.5.
  • the Figures 2 and 3 show a perspective view and a side view of a preferred embodiment of the spring assembly 104 according to the invention, which forms a component of the secondary suspension 103.5.
  • the spring arrangement 104 forms one half of the secondary suspension 103.5, via which the vehicle body 102 is supported on the bogie frame 103.4 in a direction of action of the spring arrangement 104 running parallel to the vehicle height direction (z-direction).
  • 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 means 105 with a first spring unit 105.1 and a second spring unit 105.2, which are spaced from each other in the vehicle longitudinal direction (x-direction) and fixed 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 run in the illustrated neutral position of the vehicle 101 (standing in a straight, flat track) in each case substantially parallel to the vehicle height direction.
  • 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, which is part of an actuator 107 of the spring assembly 104.
  • 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 bogie 103) and the 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 coplanar, 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 car body 102 can be raised or lowered in the vehicle height direction (ie, the primary direction of action, the spring assembly 104) to its height level N (ie its distance in Vehicle-height direction) to adjust over the area defined by the upper edges of the rail SOK reference level to a desired value N.
  • This can be realized, for example independent of the load of the vehicle always a substantially stepless access to a platform level or even (at constant loading) to different platform levels.
  • 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 as a function of the measuring signals of the sensors 108.1 in order to set a specific specifiable height level N soll in general or in certain operating states of the vehicle 101 (eg when stopping at a platform or the like) ,
  • 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 blockage or failure
  • the hydraulic cylinder 107.1 does not lead to a change in these properties, so that the properties of the vehicle significantly influenced thereby remain unchanged (at least almost) in terms of driving safety and passenger comfort.
  • these properties of the spring arrangement 104 can be set by suitable selection of the parameters of the spring units 105.1, 105.2 in a simple manner and independently of the design of the actuator 106 ,
  • the spring means 105 and the actuator 106 are arranged so that the space occupied by them in the direction of action of the spring assembly 104 (z-direction) overlap in an overlap region having a first dimension H1 in the direction of action.
  • a particularly compact design is achieved despite the kinematic serial arrangement of the hydraulic cylinder 107.1 with respect to the spring units 105.1, 105.2 in the direction of action.
  • the spring device 105 has in the effective direction in the present example in an in FIG. 3 shown nominal operating state (standing in a straight flat track vehicle 101 with nominal load) on a second dimension H2.
  • 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 attached in a decoupling region via a decoupling device in the form of a pivot joint 106.1 on the bridge element 106.
  • 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 are pivotally seated in corresponding bearing shells in the bridge element. It is understood, however, that in other variants of the invention, any other design for a mechanical pivot joint can be realized.
  • a further decoupling about an axis parallel to the vehicle longitudinal direction is not provided in the present example, since the moments occurring about this axis are significantly less than the pitching moments and therefore can be easily absorbed by the hydraulic cylinder 107.1. It is understood, however, that in other variants of the invention, such further decoupling may be provided.
  • a gimbal connection of the hydraulic cylinder may be provided on the bridge element.
  • FIG. 4 Another non-inventive spring assembly 204, which in the vehicle 101 from FIG. 1 can be used instead of the spring assembly 104 is in FIG. 4 shown.
  • the spring assembly 204 corresponds in its basic design and operation of the spring assembly 104 from FIG. 2 and 3 , so that only the differences should be discussed here.
  • identical components are provided with the same reference numerals, while similar components are provided with reference numerals increased by 100. Unless otherwise stated below, with regard to the features, functions and advantages of these components, reference is made to the above statements in connection with the first exemplary embodiment.
  • the coupling device 206 The difference from the execution FIG. 2 and 3 consists in the design of the 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 by means of 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.
  • a further decoupling device can be provided, for example in the region of the connection of the hydraulic cylinder 107.1 to the vehicle body (ie in a region spaced from the coupling region in the force flow direction), as shown in FIG FIG. 4 is indicated by the dashed contour 209.
  • This further decoupling device 209 can likewise provide a decoupling about one or more decoupling axes. In particular, it may be designed in the manner of a ball joint or a universal joint. In this case, in certain variants of the invention then also a substantially rigid connection between the bridge element and the hydraulic cylinder can be selected.
  • FIG. 5 Another non-inventive spring assembly 304, which in the vehicle 101 from FIG. 1 can be used instead of the spring assembly 104 is in FIG. 5 shown.
  • the spring assembly 304 corresponds in its basic design and operation of the spring assembly 104 from FIG. 2 and 3 or the spring assembly 204 from FIG. 4 , so that only the differences should be discussed here.
  • identical components are provided with the identical reference numerals, while similar components are provided with reference numerals increased by the value of 100 and 200, respectively.
  • 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 ,
  • the present invention has been described above exclusively by means of examples in which the spring device (located at one end of the spring arrangement) sits on a component of the chassis, while the (at the other end of the Spring arrangement lying) 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 is connected to the car body.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)
EP10762633.5A 2009-09-30 2010-09-22 Federanordnung zur niveauregulierung in einem fahrzeug Active EP2483125B1 (de)

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 (de) 2009-09-30 2010-09-22 Federanordnung zur niveauregulierung in einem fahrzeug

Publications (2)

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EP2483125A2 EP2483125A2 (de) 2012-08-08
EP2483125B1 true EP2483125B1 (de) 2016-11-23

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US (1) US8899159B2 (pl)
EP (1) EP2483125B1 (pl)
CN (1) CN102639381B (pl)
AT (1) AT11132U1 (pl)
AU (1) AU2010303108B2 (pl)
CA (1) CA2775957C (pl)
DE (2) DE202009015029U1 (pl)
FR (1) FR2950569B3 (pl)
LT (1) LT2483125T (pl)
PL (1) PL2483125T3 (pl)
PT (1) PT2483125T (pl)
WO (1) WO2011039092A2 (pl)

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PL3450280T3 (pl) * 2017-09-05 2020-11-16 Bombardier Transportation Gmbh Pojazd szynowy ze sprężynowym urządzeniem bezpieczeństwa
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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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DE10360518B4 (de) 2003-12-22 2007-08-23 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Vorrichtung zur Sekundärfederung eines Wagenkastens bei einem Schienenfahrzeug mit einem passiven Federelement
JP2005205927A (ja) 2004-01-20 2005-08-04 Kinki Sharyo Co Ltd 鉄道車両のレベリングサスペンション装置
CN2873860Y (zh) * 2006-03-03 2007-02-28 昆明中铁大型养路机械集团有限公司 大型养路机械提速转向架

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WO2011039092A9 (de) 2011-08-18
WO2011039092A2 (de) 2011-04-07
DE102009043488A1 (de) 2011-05-05
CA2775957C (en) 2018-02-13
US8899159B2 (en) 2014-12-02
CN102639381B (zh) 2015-04-15
CN102639381A (zh) 2012-08-15
AU2010303108A1 (en) 2012-05-10
US20120240818A1 (en) 2012-09-27
PT2483125T (pt) 2017-02-13
PL2483125T3 (pl) 2017-07-31
CA2775957A1 (en) 2011-04-07
LT2483125T (lt) 2017-02-10
EP2483125A2 (de) 2012-08-08
FR2950569B3 (fr) 2011-09-23
WO2011039092A3 (de) 2011-10-13
DE202009015029U1 (de) 2010-04-29
AT11132U1 (de) 2010-05-15
FR2950569A3 (fr) 2011-04-01
AU2010303108B2 (en) 2015-05-21

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