EP2895734B1 - Zündsystem für eine verbrennungskraftmaschine - Google Patents

Zündsystem für eine verbrennungskraftmaschine Download PDF

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Publication number
EP2895734B1
EP2895734B1 EP13759775.3A EP13759775A EP2895734B1 EP 2895734 B1 EP2895734 B1 EP 2895734B1 EP 13759775 A EP13759775 A EP 13759775A EP 2895734 B1 EP2895734 B1 EP 2895734B1
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EP
European Patent Office
Prior art keywords
connection
bypass
switch
energy
inductance
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Active
Application number
EP13759775.3A
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German (de)
English (en)
French (fr)
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EP2895734A1 (de
Inventor
Tim Skowronek
Thomas Pawlak
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2895734A1 publication Critical patent/EP2895734A1/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/06—Other installations having capacitive energy storage
    • F02P3/08—Layout of circuits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/10—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having continuous electric sparks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/0407—Opening or closing the primary coil circuit with electronic switching means
    • F02P3/0435—Opening or closing the primary coil circuit with electronic switching means with semiconductor devices
    • F02P3/0442—Opening or closing the primary coil circuit with electronic switching means with semiconductor devices using digital techniques
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/06—Other installations having capacitive energy storage
    • F02P3/08—Layout of circuits
    • F02P3/0853—Layout of circuits for control of the dwell or anti-dwell time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • F02P2017/121—Testing characteristics of the spark, ignition voltage or current by measuring spark voltage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
    • F02P9/007—Control of spark intensity, intensifying, lengthening, suppression by supplementary electrical discharge in the pre-ionised electrode interspace of the sparking plug, e.g. plasma jet ignition

Definitions

  • the present invention relates to an ignition system for an internal combustion engine.
  • the present invention relates to an ignition system for internal combustion engines, to which increased requirements by (high) charge and dilute, flame retardant mixtures ( ⁇ >> 1, lean-layer concepts, high EGR rates) exist.
  • GB717676 shows a step-up transformer for an ignition system in which a controlled via a vibration switch circuit part is used in the manner of a boost converter to supply a spark generated by the step-up transformer with electrical energy.
  • WO 2009/106100 A1 shows a constructed according to a high-voltage capacitor ignition system circuitry in which stored in a capacitor energy is passed on the one hand to the primary side of a transformer and on the other hand via a bypass with a diode on a spark gap.
  • US 2004/000878 A1 shows an ignition system in which a memory on the secondary side, comprising a plurality of capacitors, is charged in order to supply a spark generated by a transformer with electrical energy.
  • WO9304279 A1 shows an ignition system with two energy sources.
  • An energy source transmits electrical energy via a transformer to a spark gap, while the second energy source between a secondary side terminal of the transformer and the electrical ground is arranged.
  • the JP S60 169675 A and the JP H07 174063 A show an ignition system in which a capacitor is charged via a capacitor connected in parallel.
  • ignition systems for internal combustion engines are based on a high-voltage generator, for example a step-up transformer, by means of which energy originating from the vehicle battery or a generator is converted to high voltages, by means of which a spark gap is supplied in order to ignite a combustible mixture in the internal combustion engine.
  • a current flowing through the step-up transformer is abruptly interrupted, whereupon the energy stored in the magnetic field of the step-up transformer discharges in the form of a spark.
  • ignition systems are known in the prior art which have a plurality of spark events in succession in order to increase the probability of the presence of an ignitable mixture at the location of one of the spark events.
  • Another known from the prior art problem is that the entire during the spark impact converted electrical energy must be stored in the high voltage generator, whereby the high voltage generator is comparatively large and thus expensive and takes up much space. Due to the discharge characteristic of the high-voltage generator, such a high current flows, in particular at the beginning of the spark strike, that the electrodes of the spark gap are eroded. In this case, such a high current to ensure a spark is physically not required. Only the required duration of the spark strike is ensured in this way by accepting the disadvantages described above. It is therefore an object of the present invention to overcome the aforementioned disadvantages of the prior art.
  • the ignition system according to the invention also has a high voltage generator, such as a step-up transformer, with a primary side connected to a power source and a secondary side connected to a spark gap.
  • a high voltage generator such as a step-up transformer
  • the principle of operation of the high voltage generator corresponds to that known from the prior art, and therefore need not be further explained.
  • a spark gap likewise known from the prior art, is provided, which is set up to conduct a current transmitted by the high-voltage generator to the secondary side.
  • the spark gap can be arranged, for example, in a spark plug.
  • a bypass is provided according to the invention, which can transmit electrical energy from the electrical energy source at the high voltage generator to the secondary side.
  • a bypass here is a variety of possible circuits conceivable, of which individual will be discussed in more detail below.
  • the bypass is arranged to sustain longer and more reliably an arc generated by the high voltage generator over the spark gap than would be possible by means of the magnetic energy stored in the high voltage generator.
  • the bypass is adapted to support a decaying electrical signal in the secondary coil of the high voltage generator from a predefined time or from a predefined current intensity of the current.
  • a logic may be provided in the ignition system according to the invention, which performs a time measurement and / or determines a current intensity and, in response to reaching corresponding predefined reference values, causes the bypass to output a secondary-side electrical signal.
  • spark duration can preferably be generated between 0.5 ms to 5 ms in the event of spark currents, preferably within the limits of 30 mA to 100 mA of different polarity (polarity of the voltage supply).
  • the high voltage generator is configured as a step-up transformer and has a primary coil on the primary side and a secondary coil on the secondary side. Both coils may be magnetically coupled together by means of a transformer core (e.g., sheet iron).
  • the bypass is arranged to transmit an electrical voltage in addition to the step-up transformer, which adds to a transformer voltage lying across the secondary coil of the step-up transformer. In this way, the bypass allows a "support" of the spark current by an entry of additional electrical energy to the spark gap.
  • the high voltage generator may be configured as a high voltage capacitor ignition (HCC) system.
  • HCC high voltage capacitor ignition
  • the bypass one or (advantageously for common handling of the sometimes occurring high voltages) a plurality of energy storage, preferably one or more capacitors, connected in series and / or parallel, capacitances, the first terminal is connected to a secondary side terminal of the high voltage generator and the second terminal is connected to the electrical ground, in particular, an inductance between the power source and the capacitance is provided switchable.
  • the bypass provides a secondary-side energy storage, by means of which the decaying electrical signal can be supported in the secondary coil of the high voltage generator from a predefined time or from a predefined current.
  • an inductance between the power source and the capacitor may be switchably provided.
  • the capacitance and the inductance form a resonant circuit, by means of which a temporary increase in the electrical potential at the first terminal of the capacitance is possible.
  • a current is first passed through the inductance and a discharge of the stored energy in the inductance is forced to the capacitance, can be provided at suitably selected switching times very high voltages without the required energy within a high voltage generator to have to cache.
  • a non-linear dipole for example in the form of a diode, which has flow direction in the direction of the capacitance.
  • a non-linear dipole for example in the form of a diode, this is done for reasons of brevity and readability. It will be apparent to those skilled in the art that voltages may sometimes be present across the non-linear dipoles called diode, which may be coped with more conveniently by several components, such as diodes connected in series.
  • each of the diodes can be configured as a Zener diode.
  • an included switch may also be closed in response to a signal when a predefined first current direction is to be expected in the non-linear branch and then opened when a predefined second (oppositely directed) current direction in the nonlinear branch is to be expected.
  • a plurality of diodes can be advantageously used in the following and high voltages applied, the statements made above also apply accordingly.
  • a switchable connection between a common connection between the inductance and the diode on the one hand and the electrical ground on the other hand can be provided.
  • a current measuring means for example, between an output terminal of the high voltage generator and the capacitance may be provided, which may be configured for example as a shunt resistor.
  • This current measuring means may further be arranged, for example, between capacitance and ground or in the path of the diode, and be set up to give a signal to a switch in the bypass so that it can react to a critical current intensity in the secondary-side mesh.
  • an overvoltage protection for example, a diode may be provided parallel to the capacitance, which protects the capacitance against an overvoltage.
  • a reverse zener diode can be used to relieve excessively high capacitance.
  • a voltage measurement and / or a power measurement may be carried out, for example via the capacitance, in order to obtain information about the ignition current and / or the ignition output.
  • the inductor is designed as a transformer or transformer with a primary side and a secondary side, wherein a first terminal of the primary side is connected to the power source and a second terminal of the primary side is connected via a switch with the electrical ground. Further, a first terminal of the secondary side of the transformer is connected to the power source and a second terminal of the secondary side of the transformer, as described above, connected to the diode.
  • a suitable choice of the transmission ratio can be used in this way a switch provided on the primary side to switch a secondary side flowing current. Due to the transmission ratio favorable conditions for dimensioning the switch and in this way a safer and more cost-effective implementation of the ignition system according to the invention.
  • a method for generating a spark for an internal combustion engine is proposed.
  • a spark by means of an energy source of extracted electrical energy, which is given via a high voltage generator with a primary side and a secondary side to a spark gap is generated first.
  • the spark is maintained by means of electrical energy, which is transmitted from the energy source via a bypass to the secondary side.
  • the electrical energy is provided to maintain the spark as a controlled pulse train, for example in the kilohertz range, preferably between 10kHz and 100kHz, from the power source.
  • the electrical energy for maintaining the spark is coupled as electrical voltage in series or parallel to the secondary side of the high voltage generator.
  • a coupling-in section of the bypass in conjunction with the secondary-side coil of the high-voltage generator forms a mesh whose voltage lies parallel to the spark gap.
  • FIG. 1 shows a timing diagram of the ignition current, that of the current which flows when penetrating the spark gap within the secondary-side coil of the step-up transformer as a high voltage generator.
  • a region 103 is marked, within which the current is so high that the electrodes of the spark plug can be damaged by increased erosion.
  • the region 104 marks those (low) currents within which a required stability of the arc for igniting ignitable mixture can not be guaranteed.
  • the energy conducted to the spark gap according to the present invention divides into two energy components provided by a current flowing through the step-up transformer to generate a spark and a current flowing through the bypass to maintain a spark.
  • the step-up transformer small in size compared to the prior art
  • the current without the bypass according to the invention would steeply decrease (corresponding to the discharge of the small secondary inductance with respect to conventional secondary inductances) (see illustration in FIG. 1 , 101) and would "disappear" shortly after its formation in the area 104.
  • the current intensity on the secondary side can be maintained over a much longer time range between the critical regions 103 and 104 (see illustration in FIG. 1 , 102).
  • the energy stored in the secondary coil discharges, as in the prior art, which leads to a steeply falling spark current. This results in a total current, which, however, dips into the unstable region 104 much later than the current intensity 100 of the known ignition system.
  • FIG. 2 shows a circuit with which the in FIG. 1 illustrated current waveforms 101, 102 can be realized.
  • an ignition system 1 which comprises a step-up transformer 2 as a high voltage generator whose primary side 3 can be supplied from an electrical energy source 5 via a first switch 30 with electrical energy.
  • the secondary side 4 of the step-up transformer 2 is powered by an inductive coupling of the primary coil 8 and the secondary coil 9 with electrical energy and has a known from the prior art diode 23 for Einschaltfunkenunterd Wegung, which diode may alternatively be replaced by the diode 21.
  • a spark gap 6 is provided to ground 14, via which the ignition current i 2 is to ignite the combustible gas mixture.
  • a bypass 7 (surrounded by a dot-dash line) between the electric power source 5 and the secondary side 4 of the step-up transformer 2.
  • an inductor 15 is connected via a switch 22 and a diode 16 to a capacitor 10, one end of which is connected to the secondary coil 9 and the other end to the electrical ground 14.
  • the inductance serves as an energy store in order to maintain a current flow.
  • the diode 16 is oriented in the direction of the capacitance 10 conductive.
  • the structure of the bypass 7 is thus for example comparable to a boost converter.
  • a shunt 19 is provided as a current measuring means or voltage measuring means, the measuring signal of the switch 22 and switch 27 is supplied.
  • the switches 22, 27 are arranged to respond to a defined range of the current intensity i 2 through the secondary coil 9.
  • the diode 16 facing terminal of the switch 22 is connected via a further switch 27 to the electrical ground 14 connectable.
  • a Zener diode 21 is connected in reverse direction parallel to the capacitor 10.
  • switching signals 28, 29 are indicated, by means of which the switches 22, 27 can be controlled. While the switching signal 28 represents switching on and “staying closed” for an entire ignition cycle, the switching signal 29 outlines a simultaneous alternating signal between "closed” and "open".
  • FIG. 3 shows in the diagram a a short and steep rise of the primary coil current i ZS , which occurs during the time in which the switch 30 (see diagram 3c) is in the ON state.
  • the primary coil current i ZS drops to 0 A.
  • Diagram b shows the profiles of the secondary coil current i 2 , as they are suitable for use of the in FIG. 2 shown system with (301) and without (300) Bypass.
  • a secondary coil current i 2 which quickly without bypass (300) against 0 drops.
  • t HSS The total time during which the bypass is used
  • t i The time period during which energy is given to the upstream side of the step-up transformer 2.
  • the starting time of t HSS opposite t i can be chosen variable.
  • FIG. 4 shows one opposite FIG. 2 Alternative and inventive embodiment of a circuit of an ignition system 1 according to the present invention.
  • a fuse 26 is provided at the entrance of the circuit.
  • a capacitance 17 is provided parallel to the input of the circuit or parallel to the electric power source 5.
  • the inductance 15 has been replaced by a transformer having a primary side 15_1 and a secondary side 15_2, the primary side 15_1 having a primary coil and the secondary side 15_2 having a secondary coil.
  • the first terminals of the transformer are respectively connected to the electric power source 5 and the fuse 26.
  • a second terminal of the primary side 15_1 is connected via a switch 27 to the electrical ground 14.
  • the second terminal of the secondary side 15_2 of the transformer 15 is now connected directly to the diode 16 without a switch. Due to the transmission ratio, a switching operation by the switch 27 in the branch of the primary side 15_1 also acts on the secondary side 15_2. However, since current and voltage according to the gear ratio on one side are higher or lower than on the other side of the transformer 15, can be found for switching operations more favorable dimensions for the switch 27. For example, lower switching voltages can be realized, whereby the dimensioning of the switch 27 is simpler and less expensive.
  • the switch 27 is controlled via a drive 24, which is connected via a driver 25 to the switch 27. As in FIG.
  • a shunt 19 is provided to the secondary side current i 2 and the To measure voltage across the capacitance 10 and provide this or the driver 24 of the switch 27.
  • the control 24 receives a control signal s HSS .
  • the introduction of energy via the bypass into the secondary side can be switched on and off via this. It is also possible to control the power of the electrical variable introduced through the bypass or into the spark gap, in particular via the frequency and / or the pulse-pause ratio via a suitable control signal.
  • a non-linear dipole symbolized below by a high-voltage diode 33, are connected in parallel to the secondary-side coil of the boost converter.
  • This high-voltage diode 33 bridges the high-voltage generator 2 on the secondary side, whereby the energy supplied by the bypass 7 in the form of a boost converter (surrounded by a dot-dash line) is conducted directly to the spark gap 6 without being led through the secondary coil 9 of the high voltage generator 2. Thus, no losses on the secondary coil 9 and the efficiency increases.
  • the remaining elements of in FIG. 4 The drawings shown correspond to those as shown in FIG. 2 shown and discussed above.
  • FIG. 5 shows an alternative embodiment of the in FIG. 4 featured circuit.
  • This is a high-voltage diode 33 with flow direction to the spark gap between the energy storage 10 of the bypass 7 in the form of a boost converter (surrounded by a dotted line) and the spark gap 6 is arranged.
  • the high voltage diode 33 bridges the high voltage generator 2 on the secondary side, whereby the energy supplied by the bypass 7 is led directly to the spark gap 6, without being guided by the secondary coil 9 of the high voltage generator 2.
  • no losses on the secondary coil 9 and the efficiency increases.
  • FIG. 6 shows time diagrams for a) the ignition coil current i ZS , b) the bypass current i HSS , c) the output voltage across the spark gap 6, d) the secondary coil current i 2 for the in FIG. 4 shown ignition system without (501) and with (502) using the bypass according to the invention, e) the switching signal 31 of the switch 30 and f) the switching signal 32 of the switch 27 for the pulse signal in the bypass 7. Zu already in connection with FIG. 3 The diagrams shown are referred to the above discussion for the sake of brevity.
  • Diagram b) also illustrates the current consumption of the bypass 7 according to the invention, which comes about through a pulse-shaped actuation of the switch 27.
  • clock rates in the range of several tens of kHz have proven to be suitable as switching frequency, in order to realize appropriate voltages on the one hand and acceptable efficiencies on the other hand.
  • the integer multiples of 10,000 Hz in the range between 10 and 100 kHz may be mentioned as possible range limits.
  • a high voltage generator is provided to generate a spark according to the prior art.
  • a bypass is set up to maintain the existing arc over the spark gap.
  • a bypass takes energy from, for example, the same energy source as the primary side of the high voltage generator and uses this to support the decaying edge of the transformer voltage and thus to delay its drop below the burning voltage.
  • the skilled artisan recognizes preferred embodiments of the bypass according to the invention as working in the manner of a boost converter circuit structures.
  • the input of the boost converter is connected in parallel to the electrical energy source, while the output of the boost converter is arranged in series or parallel to the secondary coil of the high voltage generator.
  • energy source is to be interpreted broadly within the scope of the present invention and may include other energy conversion devices (eg, DC-DC converters). It is also apparent to those skilled in the art that the inventive idea is not limited to an objective energy source.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
EP13759775.3A 2012-09-12 2013-09-12 Zündsystem für eine verbrennungskraftmaschine Active EP2895734B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102012216182 2012-09-12
DE102013218213 2013-09-11
PCT/EP2013/068872 WO2014041050A1 (de) 2012-09-12 2013-09-12 Zündsystem für eine verbrennungskraftmaschine

Publications (2)

Publication Number Publication Date
EP2895734A1 EP2895734A1 (de) 2015-07-22
EP2895734B1 true EP2895734B1 (de) 2019-03-27

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EP13759775.3A Active EP2895734B1 (de) 2012-09-12 2013-09-12 Zündsystem für eine verbrennungskraftmaschine

Country Status (7)

Country Link
US (1) US9784230B2 (ja)
EP (1) EP2895734B1 (ja)
JP (1) JP6017046B2 (ja)
CN (1) CN104603449B (ja)
BR (1) BR112015005394A2 (ja)
MX (1) MX344034B (ja)
WO (1) WO2014041050A1 (ja)

Families Citing this family (12)

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WO2014041050A1 (de) 2012-09-12 2014-03-20 Robert Bosch Gmbh Zündsystem für eine verbrennungskraftmaschine
DE102013218227A1 (de) 2012-09-12 2014-05-28 Robert Bosch Gmbh Zündsystem für eine Verbrennungskraftmaschine
JP6318708B2 (ja) 2013-04-11 2018-05-09 株式会社デンソー 点火制御装置
DE102014216030A1 (de) * 2013-11-14 2015-05-21 Robert Bosch Gmbh Zündsystem und Verfahren zum Betreiben eines Zündsystems
DE102014213073A1 (de) * 2014-07-04 2016-01-07 Siemens Aktiengesellschaft Hochspannungseinrichtung für ein Fahrzeug
JP6128249B1 (ja) * 2016-03-29 2017-05-17 デンソートリム株式会社 内燃機関用負荷駆動装置および内燃機関用点火装置
DE102016205431A1 (de) * 2016-04-01 2017-10-05 Robert Bosch Gmbh Verfahren zum Betreiben eines Zündsystems
JP7058758B2 (ja) 2018-12-18 2022-04-22 三菱電機株式会社 内燃機関用点火装置
DE102019204033B3 (de) * 2019-03-25 2020-07-23 Volkswagen Aktiengesellschaft Elektrische Sicherung, Verfahren zum Betreiben einer elektrischen Sicherung und elektrisches Traktionsnetz
CN112012865B (zh) * 2019-05-28 2021-11-26 联合汽车电子有限公司 一种发动机点火系统
CN110259619A (zh) * 2019-06-03 2019-09-20 昆山凯迪汽车电器有限公司 点火驱动模块、点火驱动电路以及点火控制系统
CN110285002A (zh) * 2019-06-03 2019-09-27 昆山凯迪汽车电器有限公司 点火驱动模块

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BR112015005394A2 (pt) 2017-07-04
US9784230B2 (en) 2017-10-10
EP2895734A1 (de) 2015-07-22
CN104603449A (zh) 2015-05-06
JP2015529774A (ja) 2015-10-08
JP6017046B2 (ja) 2016-10-26
US20150219062A1 (en) 2015-08-06
MX2015003120A (es) 2015-10-22
CN104603449B (zh) 2017-06-27
WO2014041050A1 (de) 2014-03-20

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