EP2701962A1 - Véhicule ferroviaire doté d'un dispositif de surveillance de boîte chaude - Google Patents

Véhicule ferroviaire doté d'un dispositif de surveillance de boîte chaude

Info

Publication number
EP2701962A1
EP2701962A1 EP12715690.9A EP12715690A EP2701962A1 EP 2701962 A1 EP2701962 A1 EP 2701962A1 EP 12715690 A EP12715690 A EP 12715690A EP 2701962 A1 EP2701962 A1 EP 2701962A1
Authority
EP
European Patent Office
Prior art keywords
limit
temperature
signal
speed
continuous operating
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
EP12715690.9A
Other languages
German (de)
English (en)
Other versions
EP2701962B1 (fr
Inventor
Armin Luzi
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
Publication of EP2701962A1 publication Critical patent/EP2701962A1/fr
Application granted granted Critical
Publication of EP2701962B1 publication Critical patent/EP2701962B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/04—Detectors for indicating the overheating of axle bearings and the like, e.g. associated with the brake system for applying the brakes in case of a fault
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems

Definitions

  • the present invention relates to a method for the method for monitoring hot runner in a rail vehicle, wherein in a first step at least one temperature signal is determined which is representative of a current temperature of a component of a unit of the rail vehicle, in particular a wheel bearing unit of the rail vehicle, and in a second step, comparing the at least one temperature signal with at least one threshold temperature signal representative of a threshold temperature relevant to safe operation of the unit, and generating a component state signal in response to the result of the comparison.
  • the invention further relates to a method for operating a rail vehicle, a corresponding device for monitoring hot runners and a rail vehicle, in which such a hot runner monitoring is implemented.
  • Critical driving situations can occur, among other things, if individual components of a wheel unit overheat (for whatever reason) and therefore, with continued operation, a failure of the relevant component occurs. For example, in the area of the wheel bearings of the wheel units, such overheating may occur, which can then lead to failure of the wheel bearing and, for example, to blockage of the wheel unit, which can lead to extremely critical driving situations, especially at high driving speeds. Furthermore, of course, the overheating caused by blocking a brake or the like can lead to similarly critical situations.
  • Rail vehicles prescribe only a vehicle-based hot runner monitoring.
  • Temperature level of a wheel bearing issued a warning to the driver that the wheel bearing has reached a critical first limit temperature.
  • a correspondingly more critical hazard message is issued to the driver.
  • the driver can then or must initiate appropriate countermeasures. It is also possible that corresponding countermeasures are automatically initiated.
  • rated operating speed ie the maximum speed with which the vehicle can be operated in normal operation
  • comparatively low limit temperatures must be set here, so that the vehicle driver or the vehicle reacts even at lower, less critical speeds even at these comparatively low limit temperatures and possibly brings the vehicle to a standstill or has to bring it to a halt.
  • hot runner monitoring fuses or the like are used, which melt or fail at a critical temperature limit and thereby trigger an automatic braking of the vehicle.
  • the present invention is therefore based on the object, a method, a
  • the present invention solves this problem starting from a method according to the preamble of claim 1 by the features stated in the characterizing part of claim 1. It solves this problem further starting from a device according to the preamble of claim 9 by the features stated in the characterizing part of claim 9.
  • the present invention is based on the technical teaching that a reliable and more flexible hot runner monitoring can be realized in a simple manner if the temperature limit value which is to trigger a corresponding reaction is selected as a function of the driving speed. This advantageously makes it possible to achieve a higher one at lower speeds at which a failure of the relevant hot-started component can lead to less critical situations
  • Temperature limit is allowed to increase the driving speed again.
  • the relevant unit of the rail vehicle can not be just one wheel unit. Rather, other units of the relevant unit of the rail vehicle, the component of which is monitored in the context of such a hot runner monitoring, can not be just one wheel unit. Rather, other units of the relevant unit of the rail vehicle, the component of which is monitored in the context of such a hot runner monitoring, can not be just one wheel unit. Rather, other units of the relevant unit of the rail vehicle, the component of which is monitored in the context of such a hot runner monitoring, can not be just one wheel unit. Rather, other units of the relevant unit of the rail vehicle, the component of which is monitored in the context of such a hot runner monitoring, can not be just one wheel unit. Rather, other units of the relevant unit of the rail vehicle, the component of which is monitored in the context of such a hot runner monitoring, can not be just one wheel unit. Rather, other units of the relevant unit of the rail vehicle, the component of which is monitored in the context of such a hot runner monitoring, can not be just one wheel unit
  • Rail vehicles are monitored, which can come to such hot runners. These include, for example, gearboxes, motors, brake systems (eg brake discs, brake pads, etc.), actuators, dampers, etc. In some circumstances, this may also be the case
  • the invention therefore relates to a method for monitoring hot runner in a rail vehicle, wherein in a first step at least one
  • Temperature signal is determined, which for a current temperature of a component of a unit of the rail vehicle, in particular a wheel bearing unit of the
  • the at least one temperature signal is compared with at least one threshold temperature signal representative of a threshold temperature relevant to safe operation of the unit, and a component state signal is generated in response to the result of the comparison.
  • the at least one limit temperature signal is dependent on a current driving speed of the rail vehicle
  • the limit temperature represented can have any suitable course. Typically, the limit temperature increases with reduced speed of the vehicle. It is understood that several limit temperatures are monitored or can be taken into account in order to realize different warning levels or escalation levels of the reaction to such conditions.
  • the at least one temperature signal is compared with a first limit temperature signal, which is representative of a first limit temperature, which then preferably increases with decreasing vehicle speed.
  • the at least one temperature signal is compared with a second limit temperature signal, which is representative of a second limit temperature, which then preferably also increases with decreasing vehicle speed, the second limit temperature is above the first limit temperature.
  • the course of the limit temperature as a function of the driving speed can basically be designed arbitrarily.
  • the respective limit temperature also has an at least partially progressively rising gradient as the driving speed decreases.
  • the variation of the relevant limit temperature can basically be arbitrarily large. This depends in particular on the circumstances of the monitored component, in particular its temperature sensitivity. In this case, it can be considered in particular that the component in question is particularly sensitive to certain loads in certain temperature ranges, while the relevant temperature range is uncritical under other load. This may for example be due to the material properties of the component. In particular, the behavior of materials in which in a certain temperature range under a given load situation leaps and bounds
  • Component be taken into account at the respective operating temperature. For example, for a certain period of time, the exceeding of a Continuous operating temperature limit of the monitored component (ie the
  • Threshold temperature limit up to which the component in question can be operated permanently) to a certain extent. If this predetermined period is exceeded, then the limit temperature can be lowered to
  • the predefined period of time may extend to a predetermined service life for the relevant component at the respective operating temperature or a predetermined operating temperature range.
  • thermal inertias in the system can be taken into account.
  • the change in the relevant limit temperature increases with increasing driving speed in order to be able to initiate notifications or countermeasures in good time before critical situations arise.
  • the distance between the first limit temperature and the second limit temperature with increasing
  • the component comprises at least one temperature-sensitive element, which defines a continuous operating temperature limit of the component.
  • the first limit temperature and / or the second limit temperature between a lower
  • Speed limit of the driving speed in particular a speed equal to zero, and an upper speed limit of the driving speed
  • Continuous operating temperature limit preferably at least 15% of
  • Continuous operating temperature limit more preferably 15% to 30% of
  • each limit temperature is preferred to the
  • Driving speed is at least 85% of the continuous operating temperature limit, preferably at least 95% of the continuous operating temperature limit, more preferably 90% to 100% of the continuous operating temperature limit.
  • Driving speed not more than 80% of the continuous operating temperature limit, preferably at most 70% of the continuous operating temperature limit, more preferably 65% to 75% of the continuous operating temperature limit.
  • the second limit temperature at the lower speed limit of the driving speed is at least 95% of the continuous operating temperature limit, preferably at least 105% of the continuous operating temperature limit, more preferably 100% to 1 10% of the continuous operating temperature limit.
  • the second limit temperature at the upper speed limit of the travel speed is at most 90% of the continuous operating temperature limit, preferably at most 80% of the continuous operating temperature limit, more preferably 75% to 85% of the continuous operating temperature limit.
  • Limit temperatures can be monitored or taken into account in order to enable a correspondingly finely graded alarm or response to the current state of the component in question.
  • the assessment of the condition of the component in question can basically be any one of the components in question.
  • Component state signal in response to a time course of the at least one temperature signal and / or the at least one limit temperature signal is carried out.
  • the variation of the limit temperature in dependence on the rate of change in temperature of the component can be made.
  • the generation of the component state signal takes place as a function of a
  • Rate of change of the at least one temperature signal is a parameter indicative of the at least one temperature signal. Additionally or alternatively, the limit temperature signal depending on a
  • Rate of change of the at least one temperature signal can be varied.
  • the temperature gradient of the at least one temperature signal (thus expressed, for example, in K / min), that is to say the first time derivative or the slope of the temperature curve, can be taken into account.
  • Information for the current temperature development can be used and taken into account. From this it can be derived, in particular, whether an increase in temperature accelerates or delays. On the basis of these derived variables (gradient and curvature), the effectiveness of an initiated countermeasure (eg a speed reduction) can be assessed very quickly and simply. In particular, depending on this evaluation, it is then possible to influence the countermeasure (that is, for example, to slow down more if the effect to be achieved does not occur to the desired extent).
  • the at least one temperature signal and / or the at least one limit temperature signal and / or the component state signal is logged in a protocol. This makes it possible, at a later time, a corresponding evaluation of the state of the component and to derive further measures from this (maintenance, replacement, etc.).
  • the present invention further relates to a method for operating a
  • Component state signal is generated and the component state signal is output to the driver, so that he is able, if necessary
  • Rail vehicle controlled directly in response to the component state signal in particular, it may be provided that depending on the component state signal, a drive device of the rail vehicle and / or a braking device of the rail vehicle is controlled.
  • the present invention further relates to a device for monitoring hot runner in a rail vehicle with a detection device, which is designed to detect at least one temperature signal, which is representative of a current temperature of a component of a unit of the rail vehicle, in particular a wheel bearing unit of the rail vehicle, and a Processing device, which is adapted to the at least one temperature signal with at least one
  • limit temperature signal which is representative of a limit temperature that is relevant for safe operation of the unit, and to generate a component state signal depending on the result of the comparison.
  • Processing device designed to be as the at least one limit temperature signal dependent on a current travel speed of the rail vehicle
  • the present invention finally relates to a rail vehicle with a
  • the rail vehicle as a vehicle for high-speed traffic with a
  • the current temperature signal can be determined in any suitable manner.
  • sensors such as
  • Thermocouples or the like be provided for the respective component, so for example the respective wheel bearing.
  • a multi-channel (eg a two-channel) temperature measurement can be provided for each component to be monitored, whereby the measuring system is naturally optimized with regard to possible redundancies, measured value differences or contradictory measurement data and the behavior in the event of sensor failure in order to produce erroneous results. To exclude reactions as far as possible.
  • Figure 1 is a schematic view of a portion of a preferred embodiment of the rail vehicle according to the invention with a preferred embodiment of the device according to the invention for hot runner monitoring, with a preferred embodiment of the method according to the invention for hot runner monitoring can be performed.
  • Figure 2 is a diagram of a preferred speed-dependent course of
  • FIG. 3 shows a diagram of a further preferred speed-dependent profile of the temperature limits which can be used in the vehicle from FIG.
  • the vehicle 101 comprises an end car 102 with a car body 102.1, which is supported in the region of both ends in a conventional manner in each case on a chassis in the form of a bogie 103. It is understood, however, that the present
  • Invention can also be used in conjunction with other configurations in which the car body is supported only on a chassis. At the end car further middle car 104 close, the car bodies 104.1 are also supported on bogies 103.
  • FIG. 1 a vehicle coordinate system x, y, z (predefined by the wheel contact plane of the bogie 103) is indicated, in which the x-coordinate is the longitudinal direction, the y-coordinate is the
  • Transverse direction and the z-coordinate indicate the height direction of the rail vehicle 101.
  • the bogie 103 has conventionally two wheel units in the form of
  • Wheel sets 103.1 each comprising two wheel bearings 103.2.
  • the bogies 103 are partly driven engine bogies and partly non-driven bogies.
  • the wheelsets 103.1 of motor bogies are about a
  • Braking devices 106 can be braked.
  • the vehicle 101 has in the end car 102 a processing device in the form of a central vehicle control 107, which in the present example. with removed
  • components are connected via a communication link extending in the form of a vehicle bus 108 through the entire vehicle 101. It is understood that in other variants of the invention, another
  • Communication connection can be selected.
  • a fixed wiring with the removed components may additionally or alternatively be provided (inter alia, depending on the specifications of certain safety guidelines or the like).
  • a hot runner monitoring is implemented in the present example, which monitors the condition of each of the wheel bearings 103.2 to see whether a temperature situation exists, which corresponding messages to the driver or possibly automatic reactions, eg. B. automatic intervention in the operation of the vehicle 101 requires.
  • the vehicle controller 107 analyzes the signals of a
  • the current temperature Ti of the respective wheel bearing 103.2 representative actual temperature signals TSi of i wheelsets 103.1.
  • Temperature signals TSi of the temperature sensors 110 are each transmitted to the vehicle controller 107 via the vehicle bus 108 by a communication unit 11 associated with the respective chassis 103 and connected to the temperature sensors 110.
  • the vehicle controller 107 compares the respective temperature signal TSi in the present example with a first one in a second step
  • the first limit temperature signal TGS1 is for a first limit temperature TG1
  • the second limit temperature signal TGS2 is representative of a second limit temperature TG2, which is above the first limit temperature TG1 and when exceeded, a so-called hot alarm is triggered, which will also be described in more detail below.
  • the first limit temperature signal TGS1 or the first limit temperature TG1, as well as the second limit temperature signal TGS2 and the second limit temperature TG2, respectively, are dependent on the current driving speed V of the vehicle 101.
  • this is one of the first limit temperature TG1 associated first characteristic curve LTG1 and the second characteristic LTG2 associated with the second limit temperature TG2, as shown in Figure 2.
  • FIG. 2 shows the respective first and second limit temperatures TG1 and TG2, which are related to a continuous operating temperature limit DTG, as a function of time
  • the continuous operating temperature limit DTG is the
  • this temperature-sensitive weakest element is a polymer cage of the wheel bearing 103.2, whose
  • Continuous operating temperature limit DTG is 120 ° C. It is understood, however, that in other variants of the invention, other elements of the wheel bearing may be relevant. In particular, a lubricant of the wheel bearing can represent the extent limiting part of the wheel bearing.
  • the progression of the respective limit temperature TG1 or TG2 as a function of the driving speed is selected such that the respective
  • Limit temperature TG1 or TG2 with decreasing speed has a gradually increasing course.
  • the first limit temperature TG1 varies between a lower limit
  • Nominal operating speed VN about 25% of the continuous operating temperature limit DTG, while the second limit temperature TG2 between the lower speed limit below the upper speed limit varies by about 20% of the continuous operating temperature limit DTG. This can be good results. In particular, frequent unnecessary temporary shutdowns of the vehicle 101 can be reliably avoided.
  • the first limit temperature TG1 at the lower speed limit V0 is 96% of the continuous operating temperature limit DTG, while at the upper speed limit VN at 71% of the
  • Continuous operating temperature limit DTG is.
  • the second limit temperature TG2 is at the lower speed limit VO at 104% of the continuous operating temperature limit DTG, while at the upper speed limit VN at 83% of the
  • the vehicle 101 may possibly also be operated beyond its upper speed limit VN, in which case
  • the vehicle controller 107 determines that the current temperature T of the relevant wheel bearing 103.2 exceeds the first limit temperature TG1, the described warm alarm is triggered.
  • the vehicle controller 107 generates in the present example, a component state signal in the form of a corresponding Warmaiarmmeldung and outputs this via an output unit 1 12 to the driver.
  • This warm alert message can basically be designed in any suitable manner, in particular it can identify the relevant wheel bearing and / or directly provide the driver with guidelines or instructions for the further procedure, in particular measures to be initiated.
  • the vehicle controller 107 determines that the current temperature T of the respective wheel bearing 103.2 also exceeds the second limit temperature TG2, the described hot alarm is triggered.
  • the vehicle controller 107 on the one hand in the present example, a component state signal in the form of a corresponding hot alarm message via the output unit 1 12 to the driver.
  • Hot alarm message can basically be designed in any suitable manner.
  • the hot alarm includes automatic intervention in the operation of the vehicle 101.
  • the vehicle controller 107 may output another component state signal to the drive devices 105 and the brake devices 106. As a result, they can be controlled accordingly, for example to reduce the driving speed V accordingly. It is understood that it may be provided to check the second limit temperature signal TGS2 only when the first limit temperature TG1 has been exceeded in order to save computing time. It is also understood that the warm alarm can be suppressed when a hot alarm is triggered to avoid irritation of the driver by a flood of different information.
  • the correspondingly increased temperature limit value TG2 is again undershot, so that the vehicle 101 with the moderately reduced
  • Speed can be operated and is not forced to a standstill until the temperature of the respective wheel bearing has 103.2 again reduced accordingly.
  • the vehicle controller 107 takes the judgment of the state of the respective wheel bearing 103.2 on the basis of a (short) history of the current one
  • Temperature T namely on the basis of several temperature readings of the current temperature T before, which were detected over a sufficiently long detection period. As a result, short-term measurement errors, malfunctions or the like caused incorrect reactions can be avoided.
  • Limit temperature TG1 or TG2 for example, an average of the current temperature can be used. Likewise, additionally or alternatively, it can also be provided that the exceeding of the respective limit temperature TG1 or TG2 is ascertained if, for a predetermined number of successive measurements, an exceeding of the limit temperature and / or an exceeding of the limit temperature with a predetermined frequency is detected.
  • the vehicle controller 107 the assessment of the state of the respective wheel bearing 103.2 in dependence on the Speed at which the temperature T of the radiator 103.2 changes.
  • the vehicle controller 107 may respond differently to a rapid increase in temperature of the component (for example, other messages may be sent to the user)
  • Vehicle drivers are issued or other automatic reactions are initiated) than with a slow increase in temperature.
  • Vehicle controller 107 at a first temperature gradient GRT1> 5 K / min asks the driver in an appropriate message on the output unit 1 12 to observe this temperature of this specific wheel bearing 103.2 and monitor, for example, at constant speed V, the further increase in the temperature of the respective wheel bearing 103.2 , It is further provided that at a second temperature gradient GRT1> 5 K / min asks the driver in an appropriate message on the output unit 1 12 to observe this temperature of this specific wheel bearing 103.2 and monitor, for example, at constant speed V, the further increase in the temperature of the respective wheel bearing 103.2 , It is further provided that at a second
  • Temperature gradient GRT2> 8 K / min the driving speed is preventively reduced, for example, to a maximum of 200 km / h.
  • Collection period (eg of the order of one minute).
  • the vehicle controller 107 makes the variation of the limit temperature TG1 or TG2 as a function of the speed of the temperature change of the relevant wheel bearing 103.2.
  • the vehicle control system continues to log both the course of the temperature signals TSi, the limit temperature signals TGSi and the corresponding reactions or the generated component status signals (hence the warm alarms and hot alarms) in a corresponding protocol.
  • This makes it possible to carry out a corresponding evaluation of the state of the respective radiator 103.2 at a later time and to derive further measures from this (maintenance, replacement, etc.).
  • this history of the state of the respective wheel bearing in the variation of the limit temperatures TG1 and TG2 and the generation of the Component state signal hence the resulting from the monitoring
  • FIG. 3 shows a variant of the method according to the invention for
  • Hot runner monitoring which can likewise be implemented in the vehicle control 107, has three characteristic curves LTG1 to LTG3 for different limit temperatures TG1 to TG3, whose exceeding has different reactions or alarms as a consequence.
  • this variant differs from the variant described above only in that the two curves LTG2 and LTG3 for the first hot alarm and the second hot alarm with increasing
  • the present invention can not be used only for vehicles composed of multiple cars. Rather, it can of course also be used on a vehicle that consists of a single car.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

La présente invention concerne un procédé de surveillance de boîte chaude dans un véhicule ferroviaire, selon lequel au moins un signal de température représentant une température réelle d'un composant (103.2) d'une unité (103.1) du véhicule ferroviaire (101), en particulier d'une unité roulement de roue (103.2) du véhicule ferroviaire (101), est déterminé au cours d'une première étape, le ou les signaux de température sont comparés à au moins un signal de température limite représentant une température limite importante pour un fonctionnement sûr de l'unité (103.1) au cours d'une seconde étape, et un signal d'état de composant est produit en fonction du résultat de la comparaison. Un signal de température limite dépendant d'une vitesse de marche réelle du véhicule ferroviaire (101), en tant que le ou les signaux de température limite, est utilisé au cours de la seconde étape.
EP12715690.9A 2011-04-28 2012-04-12 Véhicule ferroviaire doté d'un dispositif de surveillance de boîte chaude Active EP2701962B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011002301A DE102011002301A1 (de) 2011-04-28 2011-04-28 Schienenfahrzeug mit einer Heissläuferüberwachung
PCT/EP2012/056719 WO2012146491A1 (fr) 2011-04-28 2012-04-12 Véhicule ferroviaire doté d'un dispositif de surveillance de boîte chaude

Publications (2)

Publication Number Publication Date
EP2701962A1 true EP2701962A1 (fr) 2014-03-05
EP2701962B1 EP2701962B1 (fr) 2019-04-03

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Application Number Title Priority Date Filing Date
EP12715690.9A Active EP2701962B1 (fr) 2011-04-28 2012-04-12 Véhicule ferroviaire doté d'un dispositif de surveillance de boîte chaude

Country Status (3)

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EP (1) EP2701962B1 (fr)
DE (1) DE102011002301A1 (fr)
WO (1) WO2012146491A1 (fr)

Families Citing this family (3)

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Publication number Priority date Publication date Assignee Title
DE102014201729A1 (de) * 2014-01-31 2015-08-06 Siemens Aktiengesellschaft Schienenfahrzeug
CN104890684B (zh) * 2015-06-25 2017-05-17 长春轨道客车股份有限公司 基于tcms的列车自动限速及限速解除方法
DE102016210719B3 (de) * 2016-06-16 2017-08-17 Siemens Aktiengesellschaft Fahrwerk für ein Schienenfahrzeug und damit ausgestattetes Schienenfahrzeug

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DE2534123C3 (de) * 1975-07-31 1986-02-20 Brown, Boveri & Cie Ag, 6800 Mannheim Einrichtung zur Früherkennung von Schäden an Radsatzlagern
DE2703071C2 (de) * 1975-07-31 1986-11-27 Brown, Boveri & Cie Ag, 6800 Mannheim Einrichtung zur Früherkennung von Schäden an Radsatzlagern
US4323211A (en) * 1980-04-28 1982-04-06 Servo Corporation Of America Self adjusting wheel bearing heat signal processing circuit
US4659043A (en) * 1981-10-05 1987-04-21 Servo Corporation Of America Railroad hot box detector
MXPA02006061A (es) * 1999-12-22 2002-12-05 Wabash Technology Corp Detector de velocidad de rueda del extremo del eje del vehiculo.
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Publication number Publication date
WO2012146491A1 (fr) 2012-11-01
EP2701962B1 (fr) 2019-04-03
DE102011002301A1 (de) 2012-10-31

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