EP2870044A2 - Procédé de commande d'un dispositif de frein électromagnétique sur rail d'un véhicule ferroviaire - Google Patents

Procédé de commande d'un dispositif de frein électromagnétique sur rail d'un véhicule ferroviaire

Info

Publication number
EP2870044A2
EP2870044A2 EP13753530.8A EP13753530A EP2870044A2 EP 2870044 A2 EP2870044 A2 EP 2870044A2 EP 13753530 A EP13753530 A EP 13753530A EP 2870044 A2 EP2870044 A2 EP 2870044A2
Authority
EP
European Patent Office
Prior art keywords
magnetic
electrical connection
rail brake
brake
cycles
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
EP13753530.8A
Other languages
German (de)
English (en)
Other versions
EP2870044B1 (fr
Inventor
Henry Lehmann
Peter Schlager
Bernhard Gross
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.)
Knorr Bremse GmbH
Original Assignee
Knorr Bremse 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 Knorr Bremse GmbH filed Critical Knorr Bremse GmbH
Publication of EP2870044A2 publication Critical patent/EP2870044A2/fr
Application granted granted Critical
Publication of EP2870044B1 publication Critical patent/EP2870044B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/02—Scotch blocks, skids, or like track-engaging shoes
    • B61H7/04—Scotch blocks, skids, or like track-engaging shoes attached to railway vehicles
    • B61H7/06—Skids
    • B61H7/08—Skids electromagnetically operated

Definitions

  • the invention relates to a method for controlling a magnetic rail brake device of a rail vehicle, which includes at least one of an electric power source via an electrical connection solenoid of an electric magnetic brake, wherein the magnetic connection between the electric power source and the at least one magnetic coil of the magnetic track Magnetic rail brake is produced and separated on a Magnetschienenbrems- deactivation signal to energize the at least one magnetic coil for generating a magnetic force, according to the preamble of claim 1 and a magnetic rail brake device of a rail vehicle, which at least one of an electric power source via a electrically connected solenoid coil of an electric magnetic rail brake includes, and an electronic control device, wherein a in the Steuerein direction controlled magnetic rail brake activation signal out the electrical connection between the electrical energy source and the at least one magnetic coil of the magnetic rail brake made and on a controlled in the control device Magnetschienenbrems-
  • Deactivation signal is disconnected to energize or de-energize the at least one magnetic coil for generating a magnetic force, according to the preamble of claim 9.
  • Such a magnetic rail brake device is known for example from DE 101 11 685 A1.
  • the force-generating main component of an electric magnetic rail brake is the brake magnet.
  • He is in principle an electromagnet, consisting of a rail in the direction
  • BestmoreRICskopiel extending, carried by a magnetic coil body and a magnetic coil horseshoe-like magnetic core, which forms the base or carrier body.
  • the horseshoe-shaped magnetic core forms pole shoes on its side facing the vehicle rail.
  • the DC current flowing in the solenoid causes a magnetic voltage which generates in the magnetic core a magnetic flux which shorts across the rail head as soon as the brake magnet rests with its pole pieces on the rail.
  • the located in the space between the pole pieces between bar made of non-magnetic material prevents the magnetic flux already short-circuits on the pole pieces. Due to the short-circuiting of the rail head magnetic flux magnetic attraction between the brake magnet and rail is achieved. Due to the kinetic energy of the moving rail vehicle, the magnetic rail brake is pulled over drivers along the rail. This results from the sliding friction between the brake magnet and rail in conjunction with the magnetic attraction a braking force.
  • Magnetic rail brakes are brought by switching on the excitation current, ie energized by the solenoid in the active state in which the braking force acts, or by switching off the excitation current, ie brought by the solenoid leakage in the deactive state in which no braking force acts.
  • the excitation current is switched on or off, the magnetic rail brake abruptly releases the braking force or relieves the rail vehicle abruptly of the braking force, which in each case brings about an undesired brake clamping pressure or brake release pressure.
  • Such a jolt represents a hazard potential for the persons traveling along with the rail vehicle.
  • the invention is based on the object, a method and an apparatus of the type mentioned in such a way that the jerk when turning on or off the magnetic rail brake is minimized.
  • the invention is based on the idea that
  • a “magnetic rail brake activation signal” should be understood to mean a signal by which the magnetic rail brake is fundamentally engaged, in contrast to a “magnetic rail brake deactivation signal", a signal by which the magnetic rail brake is basically released.
  • the magnetic rail brake deactivation signal can also be formed from the negation of the magnetic rail brake activation signal, ie as soon as the Magnetic rail brake activation signal is no longer pending, the magnetic rail brake deactivation signal is generated or formed for the fundamental release of the magnetic rail brake.
  • the excitation current of the magnetic coil or the voltage applied to the magnetic coil in the fundamental change from the activated (magnetic track brake activation signal) in the deactivated state (magnetic track brake deactivation signal) or vice versa controlled by a defined course. This is done in each case by repeated and short-term switching on and off of the excitation current of the solenoid, so that the excitation current and thus the braking force over a certain period of time is reduced from the maximum value to zero.
  • the on / off periods or connection / disconnection periods are in a range that can be achieved with conventional electrical or electronic switches.
  • the Bremszuspannruck or Bremslöseruck is reduced, particularly high is the effectiveness of the method when the magnetic rail brake is used until the vehicle is stationary and the stepped shutdown of the excitation current in synchronization with the delay of the rail vehicle until the vehicle is stationary.
  • the excitation current is switched off and then switched on again by a switch over a defined time period before the last and final switch-off instant of the magnetic rail brake, in which the rail vehicle has just come to a standstill, the ratio between the Separating periods in which the magnetic coil is de-energized or disconnected from the electrical energy source, and the connection periods in which the solenoid is energized or connected to the electrical energy source, preferably in favor of the separation periods shifts until the excitation current and thus the braking effect practically Value reaches zero.
  • the separation periods in which the electrical connection between the solenoid and the electric power source is disconnected are preferably longer and the connection periods in which this electrical connection is made shorter.
  • the separation periods in which the electrical connection is disconnected are preferably shorter and the connection periods in which the electrical connection is made are preferably longer.
  • the period duration of each off / on or connection / disconnect cycle is preferably changed.
  • the number of Cycles is of the inductance of the solenoid and the desired
  • an evaluation of a speed signal representing the speed of the rail vehicle is made as to whether, at the time of generating the magnetic rail brake activation signal or the magnetic rail brake deactivation signal, the speed of the rail vehicle is between a lower limit speed and an upper limit speed, and if so: disconnect and restoring the once established electrical connection between the electrical energy source and the at least one magnetic coil of the magnetic rail brake in the predetermined sequence of cycles, and if not: maintaining the once established electrical connection until at least the rail vehicle is at rest, or manufacturing and re-establishing Separating the once separate electrical connection between the electrical energy source and the at least one magnetic coil of
  • Magnetic rail brake in the specified sequence of cycles and if this is not the case: maintaining the separation of once disconnected electrical connection.
  • the inventive method is preferably in a speed range between a lower
  • Limit speed this can also be equal to the vehicle standstill, and performed an upper limit speed, because on the one hand at higher speeds above the upper limit speed, a rapid onset of the magnetic rail brake is crucial, especially if the magnetic rail brake for an emergency or
  • Rapid braking of the rail vehicle is used. Then it comes to maximum braking power and the inventive switching on / off of the magnetic rail brake is not performed.
  • speeds of more than, for example, 50 km / h as the upper limit speed a switch-on load entering when the magnetic rail brake is activated is relatively weak and therefore has little effect on comfort.
  • the electrical connection once established or the electrical connection once disconnected between the electrical energy source and the at least one magnetic coil of the magnetic rail brake are disconnected and restored or established and disconnected for a predetermined period of time in the predetermined sequence of cycles.
  • the period of cycles of establishing the electrical connection and the period of cycles of disconnecting the electrical connection are each constant.
  • the period of cycles of establishing the electrical connection and the period of cycles of disconnecting the electrical connection could each be varied, in particular to avoid vibration excitation in the resonance region.
  • the fixed sequence of cycles of disconnecting and restoring the electrical connection is executed only once in response to the magnetic track brake activation signal.
  • the fixed sequence of cycles of recovering and disconnecting the electrical connection is also executed only once, even after the magnetic track brake deactivation signal.
  • the invention also relates to an eddy current braking system of a railway vehicle, which includes a magnetic track brake device as described above.
  • the magnetic rail brake activation signal is preferably an emergency, rapid, forced or operating signal, ie, that the magnetic rail brake in the context of an emergency, quick or forced or service braking activated (magnetic track brake activation signal) or after such emergency, fast or forced or service braking is disabled (magnetic track brake disable signal).
  • a magnetic rail brake device in which in the electrical connection between the electric power source and the at least one magnetic coil of the magnetic rail brake at least one switch is arranged, which is controlled by an electronic control device such that the above-described Behavior of the magnetic rail brake results. Furthermore, at least one speed sensor is provided for controlling a speed signal representing the speed of the rail vehicle in the control device.
  • FIG. 1 is a circuit diagram of a magnetic rail brake device according to a preferred embodiment of the invention.
  • Fig. 2 is a voltage-time diagram showing the time course of a voltage applied to a solenoid of the magnetic rail brake device of Fig. 1;
  • FIG. 3 shows a current-time diagram which represents the time profile of the exciter current of the magnetic coil of the magnetic rail brake device of FIG.
  • the invention is embodied in an electric magnetic rail brake device 1, wherein the force-generating main component is a brake magnet, which is in principle an electromagnet consisting of a extending in the rail direction, carried by a magnetic coil body solenoid 6 and a horseshoe-like magnetic core, the basic or Carrier body forms.
  • the horseshoe-shaped magnetic core forms pole shoes on its side facing the vehicle rail.
  • the DC current flowing in the magnetic coil 6 causes a magnetic voltage which generates a magnetic flux in the magnetic core, which short-circuits over the rail head as soon as the brake magnet rests with its pole shoes on the rail.
  • the intermediate strip of non-magnetic material located in the intermediate space between the pole shoes prevents the magnetic flux from short-circuiting via the pole shoes.
  • the magnetic rail brake device 1 therefore, a powered by an electric power source 2 via an electrical connection 4 solenoid 6 a magnetic rail brake 8, and an electronic control device 10.
  • the electrical connection 4 between the electric power source 2 and the solenoid 6 of the Magnetic rail brake 8 made on a driven in the control device 10 magnetic rail brake activation signal out and disconnected to a controlled in the control device 10 Magnetschienenbrems- deactivation signal to energize the magnetic coil 6 to generate a magnetic force or deenergize.
  • the electrical connection 4 between the electric power source 2 and the magnetic coil 6 of the magnetic rail brake 8 is realized by a corresponding electrical wiring 4.
  • an electrical or electronic switch 12 is arranged, which of the control device 10 for producing or separating the electrical connection 4 between the solenoid 6 and electrical Power source 2 is controlled.
  • the switch 12 may be, for example, a relay.
  • At least one speed sensor 14 for the control of one representing the speed of the rail vehicle Speed signal provided in the control device 10.
  • an electrical signal line 16 is pulled from the speed sensor 14 to the electronic control device 10.
  • the magnetic rail brake activation signal is preferably an emergency, quick, forced or service brake signal, that is to say that the magnetic rail brake is activated or deactivated during emergency, quick, forced or service braking.
  • the electronic control device 10 is connected via a further electrical signal line 18 to a brake control plane 20, which receives the command for activating or deactivating the corresponding type of brake, for example, via a safety loop or a vehicle data bus.
  • control routines implemented in a memory of the control device 10 are designed in such a way that the switch 12 arranged in the electrical connection 4 between the electrical energy source 2 and the magnetic coil 6 of the magnetic rail brake 8 is activated in such a way that the magnet rail brake activation signal is produced once electrical connection 4 between the electric power source 2 and the solenoid 6 of the magnetic rail brake 8 is separated and restored in a fixed sequence of cycles.
  • the electrical connection 4 is produced by closing the switch 12 and the magnetic rail brake 8 is initially activated or clamped to a basic magnetic rail activation signal, for example in the context of emergency braking. Thereafter, the once established electrical connection 4 between the electric power source 2 and the solenoid 6 of the magnetic rail brake 8 in a predetermined sequence of cycles separated and restored, each by a corresponding control of the switch 12th
  • the magnetic rail brake 8 in response to a fundamental magnetic track brake deactivation signal, e.g. to completely dissolve an emergency braking located in the course by opening the switch 12 or disconnecting the electrical connection 4, the magnetic rail brake 8 is first deactivated or released. Thereafter, the once separate electrical connection 4 between the electric power source 2 and the magnetic coil 6 of the magnetic rail brake 8 in a predetermined sequence of cycles is prepared and separated, each by a corresponding control of the switch 12 by the control device 10th
  • This type of cyclical control of the magnetic rail brake 8 is preferably speed-dependent, i. depending on the speed of the rail vehicle prevailing at the time of the generation of the magnetic rail brake activation signal or magnetic rail brake deactivation signal, wherein the speed sensor 14 of the control device 10 delivers a corresponding speed signal.
  • the control device 10 is designed to carry out an evaluation of the speed signal as to whether at the time of the generation of the magnetic rail brake activation signal or the Magnetic rail brake deactivation signal is the speed of the rail vehicle between a lower limit speed and an upper limit speed.
  • the upper limit speed is for example 50 km / h.
  • the switch 12 is controlled by the control device 10 so that the once established electrical connection 4 between the electric power source 2 and the magnetic coil 6 of the magnetic rail brake 8 in the specified sequence of cycles is disconnected and restored. If this is not the case, the switch 12 is controlled by the control device 10 in such a way that the electrical connection 4 once made is maintained and the magnetic rail brake 8 is thereby kept permanently tensioned, for example until at least the stoppage of the rail vehicle.
  • the switch 12 is controlled by the control device 10 so that the once separate electrical connection 4 between the electric power source 2 and the solenoid 6 of the magnetic rail brake 8 in the specified sequence of cycles produced and separated again. If this is not the case, the switch 12 is controlled by the control device 10, that the separation of the once separate electrical connection 4 is permanently maintained and the magnetic rail brake 8 remains thereby solved.
  • the electrical connection 4 once made or the once separate electrical connection 4 between the electrical energy source 2 and the magnetic coil 6 of the magnetic rail brake 8 via a predetermined period of time in the specified sequence of cycles separated and restored or manufactured and separated again.
  • This fixed period of time is measured from the time of the generation of the magnetic track brake activation signal or the magnetic track brake deactivation signal.
  • the cycles of switching off / on or the connection / disconnection can alternatively also be carried out without a time limit such that an average current in a range of 10% to 90% of the rated current of the magnetic rail brake is established.
  • the duty cycle and the period may preferably vary in relation to each other such that the average current remains constant, but resonance frequencies are avoided.
  • the predetermined sequence of cycles of disconnecting and restoring the electrical connection may be performed only once.
  • the fixed sequence of cycles of recovering and disconnecting the electrical connection is also executed only once, even after the magnetic track brake deactivation signal.
  • FIG 2 is a voltage-time diagram is shown, which shows the time course of a voltage applied to the magnetic coil 6 of the magnetic rail brake 8 of Figure 1 voltage when the solenoid 6 is energized or de-energized as described above.
  • 3 shows the corresponding current-time diagram, which represents the resulting temporal course of the excitation current of the magnetic coil 6.
  • the speed of the rail vehicle equipped with the magnetic rail brake device is greater than the lower limit speed of approximately 5 km / h and also greater than an upper limit speed of approximately 50 km / h, so that the speed sensor 14 sends a corresponding signal to the controller 10.
  • the magnetic coil 6 of the magnetic rail brake 8 is de-energized because a Magnetschienenbrems- deactivation signal is present at the control device 10 or so far no magnetic track brake activation signal has been controlled in the control device 10. With reference to the diagrams of FIGS. 2 and 3, this state still exists until shortly before the time t.
  • a basic magnetic track brake activation signal is controlled, for example in an emergency braking by a safety loop of the rail vehicle in the control device 10, the switch is controlled by the control device 10 in its closed position and the solenoid 6 of the magnetic rail brake 8 characterized first permanently with the a voltage U of, for example, 110 V applied, as is apparent from Fig.2.
  • This voltage causes in the solenoid 6, slightly delayed, a current I, which during the connection period in which the solenoid 6 is connected through the switch 12 to the electrical energy source 2, ie in the period between ti and t 2 up to approx 10A, as shown in Fig.3.
  • the solenoid 6 Since the speed of the rail vehicle at the time ti of the activation of the magnetic rail brake is greater than the upper limit speed, the solenoid 6 is permanently subjected to the voltage U. There is preferably no cyclic timing. It is then assumed that, in the period between ti (activation of the magnetic rail brake) and a time t 2, wherein which is no longer present, the magnetic rail brake activation signal and generating a magnetic rail brake disable signal or formed (deactivation of the magnetic rail brake), the speed of the rail vehicle has fallen to a speed which is between the lower and the upper limit speed, for example at 30 km / h.
  • the time t 2 therefore marks the time at which the magnetic rail brake deactivation signal is present or the magnetic rail brake activation signal is no longer present.
  • the magnetic coil 6 is separated from the electrical energy source 2 by the switch 12, which is for this purpose controlled by the algorithm of the control device 10 accordingly.
  • the switch 12 is again controlled in the closed position at time t3, which in turn a voltage U preferably at the same level to the solenoid coil 6 during a connection period between t3 and rests.
  • a voltage U preferably at the same level to the solenoid coil 6 during a connection period between t3 and rests.
  • Is in this case are in the time window between t.2 and t 5 with the lapse of time t is the separation time periods in which the electrical connection 4 between the magnetic coil and electric power source 2 is separated longer and the connection time periods in which this electrical connection 4 is made shorter, as in particular the voltage curve of Figure 2 shows.
  • the temporal current profile is then, characterized by a certain time delay, characterized by a sawtooth profile, as Figure 3 shows.
  • the period P e m of cycles of the production of the electrical connection 4 and the period P out of cycles of the separation of the electrical connection 4 are preferably each constant and, for example, the same.
  • the period P e in and the period P aU s may each be varied, in particular to avoid vibration excitation in the resonance region.
  • the period Pein Paus a connection / disconnection cycle can vary, for example, from 50 to 2000 ms.
  • the magnetic rail brake 8 is activated when a vehicle is in motion at a speed greater than the lower limit speed and less than the upper limit speed rail vehicle (magnetic rail brake activation signal), whereby an undesirable brake clamping pressure would arise.
  • the separation periods in which the electrical connection 4 between the magnetic coil 6 and the electric power source 2 is separated may be shorter and the connection periods in which this electrical connection 4 is made may be longer fail.
  • the invention described above is not only applicable to purely electric magnetic rail brakes 8 or magnetic rail brake devices 1. It can also be applied to electrically switchable permanent magnet rail brakes to create a magnetic opposing field to cancel the braking force effect.
  • Magnetic rail brake device energy source

Landscapes

  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Braking Systems And Boosters (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un procédé de commande d'un dispositif de frein électromagnétique sur rail (1) d'un véhicule ferroviaire. Ledit dispositif contient au moins une bobine magnétique (6), alimentée par une source d'énergie électrique (2) au moyen d'une liaison électrique (4), d'un frein électromagnétique sur rail (8). La liaison électrique (4) entre la source d'énergie électrique (2) et la ou les bobines magnétiques (6) du frein électromagnétique sur rail (8) est établie en réponse à un signal d'activation du frein électromagnétique sur rail et est coupée en réponse à un signal de désactivation du frein électromagnétique sur rail, afin d'exciter ou de désexciter au moins la ou les bobines magnétiques (6) pour produire une force magnétique. Selon l'invention, a) en réponse au signal d'activation du frein électromagnétique sur rail, la liaison électrique (4) entre la source d'énergie électrique (2) et la ou les bobines magnétiques (6) du frein électromagnétique sur rail (8), une fois établie, est coupée et rétablie au cours d'une succession déterminée de cycles, ou b) en réponse au signal de désactivation du frein électromagnétique sur rail, la liaison électrique (4) entre la source d'énergie électrique (2) et la ou les bobines magnétiques (6) du frein électromagnétique sur rail (8), une fois coupée, est établie au cours d'une succession prédéterminée de cycles et à nouveau coupée.
EP13753530.8A 2012-07-06 2013-07-03 Procédé de commande d'un dispositif de frein électromagnétique sur rail d'un véhicule ferroviaire Active EP2870044B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012013520.3A DE102012013520A1 (de) 2012-07-06 2012-07-06 Verfahren zum Steuern einer Magnetschienenbremsvorrichtung eines Schienenfahrzeugs
PCT/DE2013/000350 WO2014005566A2 (fr) 2012-07-06 2013-07-03 Procédé de commande d'un dispositif de frein électromagnétique sur rail d'un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2870044A2 true EP2870044A2 (fr) 2015-05-13
EP2870044B1 EP2870044B1 (fr) 2016-09-28

Family

ID=49080603

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13753530.8A Active EP2870044B1 (fr) 2012-07-06 2013-07-03 Procédé de commande d'un dispositif de frein électromagnétique sur rail d'un véhicule ferroviaire

Country Status (11)

Country Link
US (1) US9561808B2 (fr)
EP (1) EP2870044B1 (fr)
JP (1) JP2015522469A (fr)
KR (1) KR20150036182A (fr)
CN (1) CN104411563B (fr)
AU (1) AU2013286427B2 (fr)
BR (1) BR112014032750A2 (fr)
CA (1) CA2877385C (fr)
DE (1) DE102012013520A1 (fr)
RU (1) RU2627920C2 (fr)
WO (1) WO2014005566A2 (fr)

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CN106394598A (zh) * 2016-12-05 2017-02-15 中车株洲电力机车有限公司 一种轨道交通车辆磁轨制动装置及其控制方法
CN110091889B (zh) * 2018-01-29 2020-08-04 中车唐山机车车辆有限公司 一种磁轨制动控制系统、方法及磁悬浮列车
DE102019208627A1 (de) * 2019-06-13 2020-12-17 Siemens Mobility GmbH Verfahren zum Betreiben eines Sicherheitssystems eines Schienenfahrzeugs, Sicherheitssystem für ein Schienenfahrzeug und Schienenfahrzeug
CN110615015B (zh) 2019-10-28 2024-06-18 中车南京浦镇车辆有限公司 一种轨道交通车辆磁轨制动逻辑控制系统
CN110696867B (zh) * 2019-10-28 2020-11-27 中车南京浦镇车辆有限公司 一种轨道交通车辆磁轨制动控制电路
CN110758351B (zh) * 2019-10-31 2020-09-04 柯犇 一种道路磁场辅助车辆制动系统及制动方法
CN114633773B (zh) * 2022-01-17 2024-01-26 中车青岛四方机车车辆股份有限公司 轨道车辆的磁轨制动系统及轨道车辆

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Also Published As

Publication number Publication date
CN104411563A (zh) 2015-03-11
BR112014032750A2 (pt) 2017-06-27
WO2014005566A3 (fr) 2014-06-26
CA2877385A1 (fr) 2014-01-09
WO2014005566A2 (fr) 2014-01-09
EP2870044B1 (fr) 2016-09-28
US9561808B2 (en) 2017-02-07
DE102012013520A1 (de) 2014-01-09
KR20150036182A (ko) 2015-04-07
AU2013286427A1 (en) 2015-01-22
AU2013286427B2 (en) 2016-12-22
RU2627920C2 (ru) 2017-08-14
US20150183447A1 (en) 2015-07-02
CN104411563B (zh) 2016-10-19
CA2877385C (fr) 2020-08-18
JP2015522469A (ja) 2015-08-06
RU2015103885A (ru) 2016-08-27

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