EP3101243B1 - Unterdruckerzeugung im kurbelgehäuse zur partikelzahlreduzierung - Google Patents

Unterdruckerzeugung im kurbelgehäuse zur partikelzahlreduzierung Download PDF

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Publication number
EP3101243B1
EP3101243B1 EP16001017.9A EP16001017A EP3101243B1 EP 3101243 B1 EP3101243 B1 EP 3101243B1 EP 16001017 A EP16001017 A EP 16001017A EP 3101243 B1 EP3101243 B1 EP 3101243B1
Authority
EP
European Patent Office
Prior art keywords
crankcase
pressure
control means
charge air
line
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.)
Active
Application number
EP16001017.9A
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German (de)
English (en)
French (fr)
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EP3101243A1 (de
Inventor
Franz Werner Prümm
Ralf Steinert
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.)
MAN Truck and Bus SE
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MAN Truck and Bus SE
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 MAN Truck and Bus SE filed Critical MAN Truck and Bus SE
Publication of EP3101243A1 publication Critical patent/EP3101243A1/de
Application granted granted Critical
Publication of EP3101243B1 publication Critical patent/EP3101243B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/0011—Breather valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/06—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding lubricant vapours
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0005—Crankcase ventilating or breathing with systems regulating the pressure in the carter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0038—Layout of crankcase breathing systems
    • F01M2013/0044—Layout of crankcase breathing systems with one or more valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M2013/027—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure with a turbo charger or compressor

Definitions

  • the invention relates to a device for an internal combustion engine, in particular a gas engine or another internal combustion engine, which can be operated using an internal combustion engine method.
  • the device is used in particular to generate negative pressure in a crankcase, expediently to reduce the number of particle emissions and / or to vent the crankcase.
  • the invention further relates to a corresponding operating method.
  • EP1411216 A1 describes a known device for venting a crankcase of an internal combustion engine. It is customary for diesel engines of motor vehicles to vent the crankcase into a connection point between an air filter and a compressor of an exhaust gas turbocharger. So-called blow-by air is fed into an oil separator. Negative pressures of the order of approximately 30 mbar are usually generated in the crankcase.
  • oil Due to the gas movement, engine oil is pumped out of the liner / piston area into the combustion chamber. Due to the low intensity of the combustion at idle or the non-existent combustion in the overrun, oil accumulates in the combustion chamber. If the load increases after a longer overrun or idling phase, the oil accumulated is burned within a short period of time due to the increased flame intensity. There is a high particle emission due to the oil residues (oil ash) that occur during combustion. This effect is reinforced by the fact that the amount of oil in the combustion chamber is not taken into account when metering the fuel. There is a lack of oxygen in the combustion chamber, which promotes particle emissions.
  • the oil ash mainly consists of very small particles, which is why the emission of the number of particles is affected more than the emission of the particle mass.
  • An object of the invention is to provide a way to reduce the number of particles emitted.
  • the invention provides a device expediently for an internal combustion engine and in particular for generating negative pressure in a crankcase and / or for venting the crankcase.
  • the device comprises a combustion chamber, a crankcase and at least one oil separator connected to the crankcase.
  • the device also includes at least one pressure setting device for setting a negative pressure in the crankcase in order to preferably reduce the pressure difference between the crankcase and the combustion chamber.
  • the reduced pressure difference between the combustion chamber and the crankcase causes a reduced oil input into the combustion chamber and / or a reduced reverse blow-by and thus in particular a reduced exhaust gas particle number emission, for. B. in the operating phases of idling, low load and / or thrust of the internal combustion engine, for. B. a motor vehicle engine.
  • the crankcase is connected via a line device (e.g. ventilation device, line, line system, etc.) at a connection point to a charge air supply line for supplying charge air into the combustion chamber.
  • a line device e.g. ventilation device, line, line system, etc.
  • the connection point is preferably arranged on the charge air supply line between a throttle element and the combustion chamber.
  • the line device can include the oil separator and / or the pressure setting device.
  • the pressure setting device can be integrated in the oil separator or can be arranged outside the oil separator.
  • the oil separator of the line device is preferably connected to the crankcase via a breather element (e.g. breather line, breather connector, etc.) and / or an oil return device (e.g. oil return line, oil return connector, etc.).
  • the oil return device is useful for returning oil to the crankcase.
  • the venting element expediently serves to vent the crankcase.
  • the oil return device can e.g. B. have a check valve.
  • the line device is expediently connected to the charge air supply line for supplying charge air into the combustion chamber, preferably in the charge air flow direction behind a throttle element of the charge air supply line.
  • the line device comprises a control means.
  • the control means is designed to limit the setting of the negative pressure in the crankcase to the operating state of idling, low load and / or thrust of the internal combustion engine.
  • the control means can also serve to prevent air from flowing back into the crankcase and / or to restrict the working range of the line device to the connection point.
  • control means serves to control, in particular to switch between, the vent before a compressor of a turbocharger or to the connection point (connection point: charge air supply line and line device, in particular downstream of the throttle element).
  • the control means comprises a 3/2-way valve.
  • the control means can in particular be designed to be electromagnetically or pneumatically controllable.
  • the control means can be electrically controllable, e.g. B. from an engine control unit or limit switch. It can also e.g. B. be pneumatically actuated with an appropriate limit control.
  • the device comprises a pressure detection device, e.g. B. has a pressure sensor for detecting the charge air pressure downstream of the throttle element in the charge air supply line for supplying charge air into the combustion chamber.
  • a pressure detection device e.g. B. has a pressure sensor for detecting the charge air pressure downstream of the throttle element in the charge air supply line for supplying charge air into the combustion chamber.
  • the device preferably comprises an electrical or electronic control device for controlling the control means.
  • the control device is preferably the engine control device for controlling the internal combustion engine.
  • the control means can z. B. directly connected to an electrical output of the engine control unit.
  • the engine control device for controlling the internal combustion engine is also used to control the control means.
  • control device control the control means as a function of at least one of the following: a charge air pressure detected by the pressure detection device, a rotational speed of the internal combustion engine, the operating mode of the internal combustion engine (e.g. engine start, engine stop, idling, thrust, full load, part load) , Warm-up, and / or braking operation) and / or a current torque of the internal combustion engine.
  • a charge air pressure detected by the pressure detection device e.g. engine start, engine stop, idling, thrust, full load, part load
  • Warm-up, and / or braking operation e.g. engine start, engine stop, idling, thrust, full load, part load
  • Warm-up, and / or braking operation e.g., Warm-up, and / or braking operation
  • control device has the control means vented before a compressor of a turbocharger or after the throttle element or into the charge air supply line: a charge air pressure detected by the pressure detection device, a rotational speed of the internal combustion engine, the operating mode the internal combustion engine (e.g. engine start, engine stop, idle, thrust, full load, partial load, warm-up, and / or braking operation) and / or a current torque of the internal combustion engine.
  • a charge air pressure detected by the pressure detection device e.g. engine start, engine stop, idle, thrust, full load, partial load, warm-up, and / or braking operation
  • crankcase ventilation is made possible as a function of pressure according to the throttle valve and engine operating mode and / or engine speed.
  • the device comprises a pressure detection device for detecting the pressure in the crankcase.
  • diagnosis of the function of the control means and / or the pressure setting device is thus possible.
  • the pressure setting device can e.g. B. as a variable pressure regulator with setpoint specification, preferably via voltage or current characteristic (s).
  • a pressure setpoint value that can be calculated in the control device can expediently be set, the setpoint value being adjustable in a closed control loop while simultaneously using the pressure detection device to detect the pressure in the crankcase.
  • the control means is preferably arranged between the connection point to the charge air supply line and the pressure setting device.
  • the line device is preferably designed between the control means and the connection point without a check valve.
  • the pressure detection device for detecting the charge air pressure downstream of the throttle element can, however, also control the control means directly and / or without interposing the engine control unit.
  • the pressure detection device can in particular be designed as a limit switch, the z. B. directly controls a magnetic switch of the control means. Furthermore, a suitably analog voltage or current output of the pressure detection device can be connected to an electrical or electronic limit switch in order to control a magnetic switch of the control means.
  • control line e.g. pipe and / or hose line
  • a control line e.g. pipe and / or hose line
  • pneumatic control of the control means preferably via a (vacuum) limit switch of the control means, depending on the charge air pressure downstream of the throttle element.
  • the device according to the invention thus enables control of the control means via the electrical / electronic motor control for the internal combustion engine and alternatively control of the control means without intervention in the engine control.
  • the line device is preferably connected in the charge air flow direction behind a throttle element to the charge air supply line.
  • the connection point can be formed behind a throttle element of the charge air supply line.
  • the line device can open into the charge air supply line between the combustion chamber and a throttle element of the charge air supply line.
  • the throttle element can, for. B. be a throttle valve.
  • the device can have an exhaust gas turbocharger.
  • a ventilation line branches off from the control means and the ventilation line is used for connection to an inlet connection upstream of a compressor of a turbocharger.
  • the vent line itself preferably has no check valve.
  • pressure setting is preferably to be interpreted broadly within the scope of the invention and can expediently, for. B. include a pressure control or a pressure control.
  • line is preferably to be interpreted broadly within the scope of the invention and can expediently, for. B. include flexible or rigid lines, pipes, hoses, connecting pieces, interfaces, etc.
  • the line device is preferably a venting device.
  • the invention is not restricted to a device as described here, but also comprises a motor vehicle, preferably a commercial vehicle, in particular a bus or a truck, with a device as disclosed herein.
  • a motor vehicle preferably a commercial vehicle, in particular a bus or a truck
  • the invention relates to an operating method in particular for a device as disclosed herein and / or carried out with a device as disclosed herein.
  • the device thus comprises a combustion chamber, a crankcase and at least one oil separator connected to the crankcase.
  • a vacuum is set in the crankcase by means of at least one pressure setting device in order to expediently reduce the pressure difference between the crankcase and the combustion chamber.
  • the operating method is used in particular to generate negative pressure in a crankcase and / or to vent a crankcase.
  • Figure 1 shows a schematic representation of a device V for an internal combustion engine.
  • the device V comprises a crankcase 1, a line device (ventilation device) X and an exhaust gas turbocharger 7.
  • the exhaust gas turbocharger 7 comprises, as usual, a turbine 8 and a compressor 9. An air filter 10 is arranged in front of it.
  • the reference number 19 denotes exhaust gas to the exhaust system.
  • the reference numeral 20 denotes charge air to the charge air cooler, not shown.
  • the device V or the internal combustion engine comprises the crankcase 1, one or more combustion chambers 4, one or more pistons 3, a crank mechanism 12, one or more cylinder heads 2, with one or more exhaust valves 5 and one or more intake valves 6.
  • the reference number 13 indicates an oil level in the crankcase 1.
  • the line device X connects the crankcase 1 at a connection point A in the charge air flow direction 21.1 behind a throttle valve 11 of a charge air supply line 21 to the charge air supply line 21.
  • the charge air supply line 21 serves to supply charge air into the combustion chamber 4, in particular to the inlet valve 6 or a charge air manifold.
  • the reference symbol 21.1 denotes the charge air from the charge air cooler (not shown) or the flow direction of the charge air in the charge air supply line 21.
  • the line device X comprises an oil separator 16 and a pressure setting device 17 for the crankcase pressure (for example a pressure regulator).
  • the oil separator 16 is connected to the crankcase 1 via a crankcase ventilation connection 14.1 on the one hand and via an oil return line 14.3 and 14.4 on the other hand.
  • a check valve 18.2 is arranged in the oil return line 14.3, 14.4 .
  • the oil separator 16 is connected to the pressure setting device 17 via a line 14.2.
  • the line device X furthermore comprises a control means 15 between the pressure setting device 17 and the connection point A, which is designed as an electromagnetically controllable 3/2-way valve.
  • the control means 15 comprises a magnetic switch 15.1
  • the reference number 14.5 shows the line between that of the pressure setting device 17 and the control means 15, while the reference number 14.6 shows the line between the control means 15 and the connection point A.
  • the control means 15 is arranged between the connection point A and the pressure setting device 17.
  • a ventilation line 14.7 which is used for connection to an inlet connection E upstream of the compressor 9 of the turbocharger 7, in particular between the compressor 9 and the air filter 10. Furthermore, as previously mentioned, the line 14.6 goes from the control means 15 to the connection point A from.
  • the line 14.7 leads, particularly in the case of turbocharged engines, to the inlet connection E upstream of the compressor 9 of the turbocharger 7.
  • the line 14.7 is released by the control means 15 when the pressure after the throttle valve 11 exceeds the pressure upstream of the compressor 9.
  • the control means 15 closes the line 14.6 to the connection point A.
  • the line from the pressure setting device 17 via the connection point A into the charge air supply line 21 or the line 14.6 is released by the control means 15 when the pressure upstream of the compressor 9 increases the pressure after the throttle valve 11 exceeds what is particularly the case when idling, low load or thrust of the internal combustion engine or in general of the motor vehicle.
  • the control means 15 expediently closes the line 14.7.
  • a high negative pressure can be generated in the crankcase 1.
  • the pressure in the crankcase 1 is regulated via the pressure setting device 17 to regulate the negative pressure of the crankcase 1 to a predetermined target value. If the pressure after the throttle valve 11 exceeds the target value, the pressure after the throttle valve 11 is minimal in the crankcase 1. If the pressure after the throttle valve 11 exceeds the pressure upstream of the compressor 9, the line 14.7 which is now open has the effect that a pressure in the region of the pressure upstream of the compressor 9 is established in the crankcase 1. The changeover and thus control between the lines before compressor 9 (line 14.7) and after throttle valve 11 (line 14.6) happens via the control means 15. It should be mentioned that the line 14.7 can be omitted in naturally aspirated engines.
  • the device V further comprises a pressure detection device (pressure sensor) 22 for detecting the charge air pressure downstream of the throttle element 11 in the charge air supply line 21.
  • a pressure detection device pressure sensor 22 for detecting the charge air pressure downstream of the throttle element 11 in the charge air supply line 21.
  • the control means 15 can be controlled via an expedient electrical / electronic control device.
  • the control unit preferably corresponds to the engine control unit for controlling the internal combustion engine. This enables the control means 15 to be controllable as a function of the charge air pressure detected by the pressure detection device 22, the rotational speed of the internal combustion engine, the operating mode of the internal combustion engine and / or the current torque of the internal combustion engine. This also makes it possible for the control means 15, depending on the last-mentioned parameters, to have ventilation carried out before the compressor 9 or after the throttle element 11.
  • the pressure detection device 22 can control the control means 15 directly, in particular without interposing a control device, in particular the engine control device.
  • the pressure detection device 22 can be designed as a limit switch which is used to control the magnetic switch 15.1 of the control means 15.
  • an expediently analog voltage or current output of the pressure detection device 22 can be connected to a limit value switch, which is used to control the magnetic switch 15.1 of the control means 15. This enables a cost-effective variant without intervention in the engine control.
  • the device V further comprises a pressure detection device 23 for detecting the pressure in the crankcase 1.
  • a diagnosis of the function of the control means 15 and of the pressure setting device 17 can be carried out.
  • the pressure setting device 17 can be designed as a variable pressure controller with a setpoint value, preferably via a voltage or current characteristic curve (s).
  • a pressure setpoint that can be calculated in the control unit can be set.
  • the pressure setpoint can be adjusted in a closed control loop when the pressure detection device 23 is used to detect the pressure in the crankcase 1.
  • FIG. 2 shows a device V according to another embodiment of the invention.
  • the device V initially comprises a crankcase 1 and a line device X.
  • the line device X Figure 2 differs in particular from the line device X Figure 1 that it does not have an electromagnetically actuable control means 15, but rather a pneumatically actuable control means 15 designed as a 3/2-way valve.
  • a pneumatic (vacuum) limit switch 15.1 of the control means 15 is also connected via a pipe and / or hose line 14.8 the charge air supply line 21 connected downstream of the throttle element 11. This also represents a cost-effective variant without intervention in the engine control.
  • the pressure setting device serves in particular to set a negative pressure of 0.1-500 mbar, preferably more than 100 or 150 mbar, in the crankcase 1 in order to reduce the pressure difference between the crankcase 1 and the combustion chamber 4, which consequently results in a reduced Reverse blow-by and thus leads to a reduced number of emitted particles.
  • the reduction in the number of emitted particles results in particular from the fact that the so-called reverse blow-by is reduced due to the reduced pressure difference between combustion chamber 4 and crankcase 1, and in turn the oil input from the crankcase 1 into the combustion chamber 4 is reduced.
  • crankcase 1 The generation of negative pressure of 0.1-500 mbar, preferably more than 100 or 150 mbar, in the crankcase 1 is restricted in particular to the critical operating states of idling, low load and overrun, which can be achieved by the control means 15.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Supercharger (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
EP16001017.9A 2015-06-03 2016-05-04 Unterdruckerzeugung im kurbelgehäuse zur partikelzahlreduzierung Active EP3101243B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015007154.8A DE102015007154A1 (de) 2015-06-03 2015-06-03 Unterdruckerzeugung im Kurbelgehäuse zur Partikelzahlreduzierung

Publications (2)

Publication Number Publication Date
EP3101243A1 EP3101243A1 (de) 2016-12-07
EP3101243B1 true EP3101243B1 (de) 2019-12-25

Family

ID=55966970

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16001017.9A Active EP3101243B1 (de) 2015-06-03 2016-05-04 Unterdruckerzeugung im kurbelgehäuse zur partikelzahlreduzierung

Country Status (5)

Country Link
EP (1) EP3101243B1 (ru)
CN (1) CN106246287B (ru)
BR (1) BR102016012447B1 (ru)
DE (1) DE102015007154A1 (ru)
RU (1) RU2721069C2 (ru)

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DE102017200060B4 (de) * 2017-01-04 2021-04-01 Volkswagen Aktiengesellschaft Brennkraftmaschine und Verdichter
CN107882613B (zh) * 2017-12-05 2019-11-01 广西玉柴机器股份有限公司 降低发动机机油消耗及颗粒排放的装置

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DE10247934A1 (de) * 2002-10-15 2004-04-29 Daimlerchrysler Ag Kurbelgehäuseentlüftung
DE10320054A1 (de) * 2003-05-06 2004-11-25 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102005059668A1 (de) * 2005-12-12 2007-06-14 Mahle International Gmbh Brennkraftmaschine
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DE102012002948A1 (de) * 2012-02-16 2013-08-22 Man Truck & Bus Ag Verfahren zum Betreiben einer selbstzündenden Brennkraftmaschine
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US9074502B2 (en) * 2013-05-08 2015-07-07 Ford Global Technologies, Llc Positive crankcase ventilation system and method for operation
DE202013008611U1 (de) * 2013-09-26 2014-09-29 Reinz-Dichtungs-Gmbh Entlüftungssystem für aufgeladene Brennkraftmaschinen
DE102015007155A1 (de) * 2015-06-03 2016-12-08 Man Truck & Bus Ag Unterdruckerzeugung im Kurbelgehäuse zur Partikelzahlreduzierung

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Also Published As

Publication number Publication date
RU2016121421A (ru) 2017-12-05
BR102016012447B1 (pt) 2022-05-03
DE102015007154A1 (de) 2016-12-08
BR102016012447A2 (pt) 2016-12-06
RU2016121421A3 (ru) 2019-10-03
EP3101243A1 (de) 2016-12-07
CN106246287A (zh) 2016-12-21
CN106246287B (zh) 2020-09-29
RU2721069C2 (ru) 2020-05-15

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