EP2557292A1 - Flüssigkeitsgekühlte Brennkraftmaschine mit Abgasturboaufladung - Google Patents

Flüssigkeitsgekühlte Brennkraftmaschine mit Abgasturboaufladung Download PDF

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Publication number
EP2557292A1
EP2557292A1 EP11177050A EP11177050A EP2557292A1 EP 2557292 A1 EP2557292 A1 EP 2557292A1 EP 11177050 A EP11177050 A EP 11177050A EP 11177050 A EP11177050 A EP 11177050A EP 2557292 A1 EP2557292 A1 EP 2557292A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
connecting line
bearing housing
coolant
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Withdrawn
Application number
EP11177050A
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German (de)
English (en)
French (fr)
Inventor
Jan Mehring
Bernd Brinkmann
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
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 Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP11177050A priority Critical patent/EP2557292A1/de
Priority to RU2012134221A priority patent/RU2607143C2/ru
Priority to US13/572,286 priority patent/US9097171B2/en
Priority to CN201210284787.XA priority patent/CN102953799B/zh
Publication of EP2557292A1 publication Critical patent/EP2557292A1/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/029—Expansion reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2031/00—Fail safe
    • F01P2031/30—Cooling after the engine is stopped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/12—Turbo charger

Definitions

  • internal combustion engine includes diesel engines, gasoline engines, but also hybrid internal combustion engines.
  • the at least one cylinder head is connected to a mounting end face with a cylinder block.
  • the cylinder block which at least forms the crankcase, has a corresponding number of cylinder bores for receiving the pistons or the cylinder tubes.
  • the pistons are guided axially movably in the cylinder tubes and, together with the cylinder tubes and the cylinder head, form the combustion chambers of the internal combustion engine.
  • an exhaust gas turbocharger is used for the supercharging, in which a compressor and a turbine are arranged on the same shaft, wherein the hot exhaust gas stream is supplied to the turbine, relaxes under energy release in this turbine and the shaft mounted in a bearing housing rotates , The exhaust gas flow to the Turbine and finally delivered to the shaft energy is used to drive the also arranged on the shaft compressor.
  • the compressor conveys and compresses the charge air supplied to it, whereby a charging of the cylinder is achieved.
  • the advantage of the exhaust gas turbocharger for example compared to a mechanical supercharger, is that no mechanical connection is required for the power transmission between the supercharger and the internal combustion engine. While a mechanical supercharger obtains the energy required for its drive completely from the internal combustion engine and thus reduces the power provided and in this way adversely affects the efficiency, the exhaust gas turbocharger uses the exhaust gas energy of the hot exhaust gases.
  • Charged internal combustion engines are often equipped with a charge air cooling, with which the compressed combustion air is cooled before entering the cylinder. As a result, the density of the charge air supplied continues to increase.
  • the cooling also contributes in this way to a compression and better filling of the combustion chambers, d. H. to an improved degree of filling, at.
  • the charge is a suitable means to increase the capacity of an internal combustion engine with unchanged displacement, or to reduce the displacement at the same power.
  • the charging leads to an increase in space performance and a lower power mass.
  • the load collective can thus be shifted to higher loads, in which the specific fuel consumption is lower.
  • the latter is also referred to as downsizing.
  • turbocharger turbocharger The interpretation of the turbocharger turbocharger is difficult, with basically a noticeable increase in performance in all speed ranges is sought.
  • a strong torque drop is often observed when falling below a certain speed.
  • the torque characteristic of a supercharged internal combustion engine is attempted to be improved by different measures according to the prior art, for example by a small design of the turbine cross-section and simultaneous Abgasabblasung. If the exhaust gas mass flow exceeds a critical size, part of the exhaust gas flow is conducted past the so-called waste gate turbine by means of a bypass line as part of the exhaust gas blow-off.
  • this approach has disadvantages at higher speeds.
  • the torque characteristic of a supercharged internal combustion engine can also be improved by providing a plurality of superchargers - exhaust gas turbochargers and / or mechanical superchargers - arranged in parallel and / or in series in the exhaust gas removal system.
  • An internal combustion engine with at least one exhaust gas turbocharger is also an object of the present invention.
  • a supercharged internal combustion engine is thermally loaded higher than a conventional naturally aspirated engine due to the increased mean pressure and therefore also places increased demands on the cooling.
  • a supercharged internal combustion engine is usually equipped with a cooling, which is also referred to below as engine cooling.
  • engine cooling In principle, it is possible to carry out the cooling in the form of air cooling or liquid cooling. Since much larger amounts of heat can be dissipated with liquid cooling, an internal combustion engine of the present type is generally designed with liquid cooling.
  • the internal combustion engine according to the invention is a liquid-cooled internal combustion engine.
  • the liquid cooling requires the equipment of the internal combustion engine, ie the at least one cylinder head or the cylinder block with a coolant jacket, ie the arrangement of coolant through the cylinder head or block leading coolant channels, which in turn requires a complex structure.
  • the mechanically and thermally highly stressed cylinder head or block is weakened by the introduction of the coolant channels on the one hand in its strength.
  • the heat must not be directed to the surface as in the air cooling, in order to be able to be dissipated. The heat is already in the interior of the cylinder head or block to the coolant, usually mixed with additives added water.
  • the coolant is thereby conveyed by means of a pump arranged in the cooling circuit, which is usually driven mechanically by means of traction drive, so that it circulates.
  • the heat given off to the coolant is removed in this way from the interior of the cylinder head or block and removed from the coolant in a heat exchanger again.
  • a provided in the cooling circuit vent tank is used to vent the coolant or circuit.
  • the turbine of the at least one exhaust gas turbocharger is also - as the internal combustion engine itself - thermally highly loaded.
  • the turbine housing according to the prior art is made of temperature-resistant, frequently nickel-containing material or has to be equipped with liquid cooling in order to be able to use less temperature-resistant materials.
  • the EP 1 384 857 A2 and the German Offenlegungsschrift DE 10 2008 011 257 A1 describe liquid-cooled turbines or turbine housings.
  • the hot exhaust gas of the supercharged internal combustion engine also leads to a high thermal load of the bearing housing and consequently the bearing of the supercharger shaft. This is a correspondingly high heat input in the bearing for lubrication oil supplied connected. Due to the high speed of the loader shaft, the bearing is usually not designed as a rolling bearing but as a slide bearing. Due to the relative movement between the shaft and the bearing housing, a viable hydrodynamic lubricant film is formed between the shaft and the bearing bore.
  • the oil should not exceed a maximum allowable temperature, since the viscosity decreases with increasing temperature and the friction behavior deteriorates when a certain temperature is exceeded. Too high an oil temperature also accelerates the aging of the oil, which also worsens the lubricating properties of the oil. Both shorten the maintenance intervals for the oil change and can endanger the proper functioning of the bearing, even irreversible destruction of the bearing and thus of the turbocharger is possible.
  • the bearing housing of a turbocharger of an internal combustion engine of the present type is equipped with a liquid cooling. It is to be distinguished between the liquid cooling of the bearing housing and the above-mentioned liquid cooling of the turbine housing. Nonetheless, both liquid coolers may be in communication with each other, possibly only intermittently; H. communicate with each other.
  • the cooling of the bearing housing In contrast to the engine cooling or cooling of the turbine housing, the cooling of the bearing housing must also when the vehicle is parked, ie switched off internal combustion engine, be maintained at least for a certain period after switching off the internal combustion engine to avoid irreversible damage due to thermal overload safely.
  • an additional, electrically operated pump which is supplied for example by the on-board battery, promotes coolant via connecting line through the bearing housing when the engine is switched off and thus ensures cooling of the bearing housing and the bearing even when the internal combustion engine is out of operation.
  • an additional pump is a relatively expensive measure.
  • the connecting line which leads starting from the cooling circuit of the engine cooling through the bearing housing of the exhaust gas turbocharger to the vent tank, designed at least upstream of the bearing housing as a riser.
  • thermosiphon effect which is based essentially on two mechanisms.
  • thermosiphon effect for cooling the bearing housing with the internal combustion engine is often causing problems in practice. Due to the limited space in the engine compartment of a vehicle, it is often not possible to form the connecting line upstream of the bearing housing as a riser or to realize the required difference for the thermosiphon effect in the geodetic height between the bearing housing and vent. The reasons are the following.
  • the turbine of the at least one supercharger When using an exhaust gas turbocharger, efforts are always made, the turbine of the at least one supercharger as close to the outlet of the internal combustion engine, d. H. To arrange the outlet openings of the cylinder to optimally use in this way the enthalpy of the hot exhaust gases, which is largely determined by the exhaust pressure and the exhaust gas temperature and to ensure a fast response of the turbocharger. For these reasons, the turbine of the at least one exhaust gas turbocharger is usually arranged directly on the cylinder head and thus in a position having a comparatively large geodesic height, d. H. starting from an internal combustion engine in the installed position with respect to the other components and units is high.
  • the pressure and temperature conditions described above can lead to a pulsating coolant delivery, in which the coolant is introduced in beats via connection line in the vent tank. This leads to a foaming or enrichment of the coolant with air.
  • the actual purpose of the vent tank, namely to degas the coolant, d. H. to vent these effects are counteracted.
  • connection line below the surface level of the liquid coolant in the venting container, d. H. coming from the bearing housing, greatly overheated and optionally gaseous coolant is promoted by utilizing the thermosyphon effect in the located in the venting container volume of liquid coolant inside.
  • the internal combustion engine according to the invention thus solves the problem underlying the invention, namely to provide a charged liquid-cooled internal combustion engine, wherein the cooling of the bearing housing is optimized in particular with regard to the thermal load of the venting container.
  • the introduction of the superheated coolant via the connecting line into the liquid coolant of the venting container also dampens a pulsating coolant delivery, in which the coolant coming from the bearing housing is intermittently introduced into the venting container. In this respect, a pronounced foaming or accumulation of the coolant with air during the introduction is avoided.
  • the position of the surface mirror depends on the installation position or instantaneous position of the container.
  • the merging of the exhaust pipes within the cylinder head also allows a dense packaging of the drive unit. Furthermore, the path of the hot exhaust gases to the various exhaust aftertreatment systems is shortened and the exhaust gases are given little time to cool down, whereby the exhaust aftertreatment systems quickly reach their operating temperature or light-off temperature, in particular after a cold start of the internal combustion engine.
  • a double-flow turbine has an inlet region with two inlet channels, wherein the two total exhaust gas lines are connected to the twin-flow turbine in such a way that in each case an entire exhaust gas line opens into an inlet channel.
  • the merging of the two exhaust gas flows guided in the total exhaust gas lines is optionally carried out downstream of the turbine.
  • the grouping of the cylinders or exhaust pipes also offers advantages when using multiple turbines or exhaust gas turbocharger, wherein in each case an overall exhaust gas line is connected to a turbine.
  • Embodiments of the internal combustion engine in which the inlet opening of the connecting line into the venting container has a greater geodetic height than the outlet opening of the bearing housing, to which the connecting line connects, are advantageous in the installation position of the internal combustion engine.
  • the connecting line is designed as a riser.
  • embodiments of the internal combustion engine may be advantageous in which in the installation position of the internal combustion engine, the inlet opening of the connecting line in the venting container has a lower geodetic height than the outlet opening of the bearing housing, followed by the connecting line.
  • Embodiments of the internal combustion engine in which a cooler is provided in the connecting line between the pump and the bearing housing are advantageous.
  • the radiator lowers the coolant temperature before entering the bearing housing and thus contributes to an increase in the residence time, which is required to overheat the coolant in the bearing housing by heat input.
  • Embodiments of the internal combustion engine in which the cooler is a cooler operating on the principle of air cooling are advantageous.
  • cooling can basically be carried out as air cooling or as liquid cooling. Since comparatively small amounts of heat have to be dissipated when cooling the bearing housing, it is less expensive and sufficient to provide an air cooler upstream of the bearing housing.
  • Cooling systems for modern motor vehicle drives such as the engine cooling of the internal combustion engine according to the invention are preferably equipped with powerful electrically powered fan motors that drive a fan and set in rotation to the heat exchangers of the cooling system even at a standstill, d. H. provide a sufficiently high air mass flow when the vehicle is stationary, or at low vehicle speeds. Frequently, the fan is located in the immediate vicinity and spaced from the heat exchanger in the front-end area of the vehicle.
  • An air cooler provided upstream of the bearing housing may be arranged in the engine compartment in such a manner that the air flow passed through the fan flows around the air cooler and contributes to the heat dissipation at the surface due to convection.
  • embodiments of the internal combustion engine are advantageous in which the radiator is arranged between the cylinder block and the heat exchanger of the cooling circuit.
  • a throttle element in which in the connecting line between the pump and the vent container, a throttle element is arranged, which serves to limit the coolant flow rate.
  • the coolant throughput through the vent tank should be as low as possible, as will be explained below.
  • Embodiments of the internal combustion engine in which the throttle element is arranged downstream of the bearing housing in the connecting line are advantageous.
  • the valve serves to prevent or minimize the coolant delivery through the bearing housing at low coolant temperatures, in particular after a cold start of the internal combustion engine and during the warm-up phase.
  • a cooling or coolant delivery at low coolant temperatures is basically not wanted, since this precludes a rapid heating of the internal combustion engine and their aggregates.
  • the coolant flow through the vent should be as low as possible, especially at low coolant temperatures.
  • the vent requires a certain residence time of the coolant in the vent tank, which is why the throughput is to be limited in principle.
  • the throughput leads to a low temperature of the coolant or due to the low temperature higher viscosity of the coolant to the fact that the coolant when flowing out of the vent tank - contrary to the actual objective - is enriched with air again.
  • the self-controlling valve which may also be referred to as a thermostatic valve, varies depending on the coolant temperature, the flow cross-section of the connecting line and thus controls the coolant flow through the bearing housing in such a way that the throughput is increased with increasing coolant temperature. Consequently, not only the unwanted coolant delivery is counteracted at low coolant temperatures in the present embodiment, but also the coolant delivery and thus the cooling towards high temperatures by increasing the throughput, ie by opening the valve, forced, ie increased. This results in a need-based supply of the bearing housing with coolant, wherein the promotion of the coolant is still based on the thermosiphon effect.
  • valve is arranged upstream of the bearing housing in the connecting line.
  • valve is arranged downstream of the bearing housing in the connecting line.
  • the thermostat valve is acted upon in the present case with heated coolant in the bearing housing. This is advantageous because the valve can react almost instantaneously to the temperature of the coolant in the bearing housing and thus turns off in the control of the coolant flow rate directly on the current heat balance in the bearing housing.
  • valve is arranged upstream of the bearing housing in the connecting line.
  • the valve can also be integrated directly into the bearing housing, allowing a delay-free response to the temperatures in the bearing housing.
  • parts of the valve for example the valve housing, can be formed by the bearing housing and the cooling of the bearing housing can be used to cool the valve. This results in further advantages, in particular a compact design and weight savings.
  • the valve can also be integrated into the internal combustion engine, whereby the advantages mentioned above can be realized in an analogous manner.
  • the valve can be infinitely adjustable or two-stage switchable.
  • a continuously variable valve allows demand-based supply of the bearing housing with coolant in all operating conditions.
  • the valve may have a leakage current in the closed position. Although this leakage current prevents complete closure of the connecting line at low temperatures, which is why the coolant delivery can not be completely prevented. Nevertheless, some leakage, d. H. Leakage, the valve advantageous to ensure that the valve disposed in the thermocouple, which ultimately initiates the opening process, is constantly acted upon by coolant.
  • Embodiments of the internal combustion engine in which the connecting line leads through the cylinder block are advantageous.
  • the cylinder block In the installed position, the cylinder block is usually arranged deep in the engine compartment, d. H. on a low geodetic height compared to the turbine. If the connecting line then leads through the cylinder block upstream of the turbine, this is advantageous in particular with regard to the utilization of the thermosiphon effect and the formation of the connecting line as a riser line. In this configuration, the turbine and the bearing housing to be cooled are arranged geodetically higher than the cylinder block.
  • the connecting line can also lead starting from the cylinder head to the bearing housing of the turbine, without it would be necessary to form the line as a riser.
  • the at least one turbine can be designed as a radial turbine, ie, the flow of the blades takes place substantially radially.
  • essentially radial means that the velocity component in the radial direction is greater than the axial velocity component.
  • the velocity vector of the flow intersects the shaft of the turbine at a right angle if the flow is exactly radial.
  • the inlet region for supplying the exhaust gas is frequently designed as a spiral or worm casing extending all around, so that the inflow of the exhaust gas to the turbine takes place essentially radially.
  • the at least one turbine can also be designed as an axial turbine, in which the velocity component in the axial direction is greater than the velocity component in the radial direction.
  • the at least one turbine can be equipped with a variable turbine geometry, which allows a further adaptation to the respective operating point of an internal combustion engine by adjusting the turbine geometry or the effective turbine cross section.
  • adjustable guide vanes for influencing the flow direction are arranged in the inlet region of the turbine. Unlike the vanes of the rotating impeller, the vanes do not rotate with the shaft of the turbine.
  • the vanes are not only stationary, but also completely immovable in the entry area, i. H. rigidly fixed.
  • the guide vanes are indeed arranged stationary, but not completely immobile, but rotatable about its axis, so that the flow of the blades can be influenced.
  • a plurality of turbochargers whose turbines or compressors are arranged in series or in parallel can also be used to improve the torque characteristic of the internal combustion engine.
  • FIG. 1 schematically shows a side view of a first embodiment of the supercharged liquid-cooled internal combustion engine.
  • the internal combustion engine 1 comprises a cylinder head 1a, which is connected to a cylinder block 1b at a mounting end face 1c.
  • a pump 2a is provided, with which coolant is conveyed through a cooling circuit 2.
  • the pump 2a is connected via connecting line 5 with a venting container 2b, from which the degassed coolant is returned to the cooling circuit 2 by being fed into the cooling circuit 2 upstream of the pump 2a.
  • the internal combustion engine 1 is charged by means of exhaust gas turbocharger 3, which comprises a compressor and a turbine, which are arranged on a common shaft.
  • the shaft is rotatably supported in a liquid-cooled bearing housing 4.
  • the bearing housing 4 is integrated by means of connecting line 5 in the cooling circuit 2 of the internal combustion engine 1 and arranged between the pump 2 a and the breather 2 b.
  • the cylinder block 1b serves as a removal point 7 for the coolant and is equipped with a connection for the connecting line 5.
  • a tubular air cooler 6 is arranged in the connecting line 5, which lowers the temperature of the coolant before entering the bearing housing 4.
  • the inlet opening 2d of the connecting line 5 in the breather 2b a slightly larger geodetic height than the outlet opening 4a of the bearing housing 4, to which the connecting line 5 connects.
  • the positive height difference between the bearing housing 4 and the breather 2b supports the thermosiphon effect, even if the connecting line 5 upstream of the bearing housing 4 is not formed here as a riser with continuously increasing geodetic height.
  • the connecting line 5 opens below the coolant level 2c in the breather 2b. In this way, the superheated and possibly gaseous coolant coming from the bearing housing 4 is conveyed into the volume of liquid coolant 2e present in the deaeration vessel 2b.
  • the feeding of the superheated coolant below the liquid level 2c brings a direct mixing with the liquid, already in the container 2b coolant with it, whereby the thermal load of the container 2b is significantly reduced.
  • the container 2b is provided with a lid 2f, which closes a container opening, which serves to fill the container 2b with coolant, and also accommodates a pressure relief valve (not shown).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
EP11177050A 2011-08-10 2011-08-10 Flüssigkeitsgekühlte Brennkraftmaschine mit Abgasturboaufladung Withdrawn EP2557292A1 (de)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP11177050A EP2557292A1 (de) 2011-08-10 2011-08-10 Flüssigkeitsgekühlte Brennkraftmaschine mit Abgasturboaufladung
RU2012134221A RU2607143C2 (ru) 2011-08-10 2012-08-09 Двигатель внутреннего сгорания с наддувом и жидкостным охлаждением
US13/572,286 US9097171B2 (en) 2011-08-10 2012-08-10 Liquid-cooled internal combustion engine having exhaust-gas turbocharger
CN201210284787.XA CN102953799B (zh) 2011-08-10 2012-08-10 具有排气涡轮增压的液体冷却内燃发动机

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP11177050A EP2557292A1 (de) 2011-08-10 2011-08-10 Flüssigkeitsgekühlte Brennkraftmaschine mit Abgasturboaufladung

Publications (1)

Publication Number Publication Date
EP2557292A1 true EP2557292A1 (de) 2013-02-13

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EP11177050A Withdrawn EP2557292A1 (de) 2011-08-10 2011-08-10 Flüssigkeitsgekühlte Brennkraftmaschine mit Abgasturboaufladung

Country Status (4)

Country Link
US (1) US9097171B2 (ru)
EP (1) EP2557292A1 (ru)
CN (1) CN102953799B (ru)
RU (1) RU2607143C2 (ru)

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US9938885B2 (en) 2015-02-26 2018-04-10 GM Global Technology Operations LLC Manifold for an engine assembly
US10167767B2 (en) * 2015-10-27 2019-01-01 Suzuki Motor Corporation Motorcycle and saddle-ridden type vehicle
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JP6384512B2 (ja) 2016-04-28 2018-09-05 マツダ株式会社 ターボ過給機付きエンジンを搭載した車両
CN105927346B (zh) * 2016-05-17 2018-11-16 绍兴俪泰纺织科技有限公司 一种内燃机冷却系统
DE102017208034B4 (de) * 2017-05-12 2022-02-10 Ford Global Technologies, Llc Flüssigkeitsgekühlte Brennkraftmaschine mit Entlüftung
JP6681950B2 (ja) * 2018-07-27 2020-04-15 三桜工業株式会社 冷却装置
CN110985184B (zh) * 2019-12-31 2021-09-17 东风柳州汽车有限公司 发动机增压器冷却器

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US20130036734A1 (en) 2013-02-14
CN102953799B (zh) 2017-04-12
RU2607143C2 (ru) 2017-01-10

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