EP3262314A1 - Unité de freinage - Google Patents

Unité de freinage

Info

Publication number
EP3262314A1
EP3262314A1 EP16704434.6A EP16704434A EP3262314A1 EP 3262314 A1 EP3262314 A1 EP 3262314A1 EP 16704434 A EP16704434 A EP 16704434A EP 3262314 A1 EP3262314 A1 EP 3262314A1
Authority
EP
European Patent Office
Prior art keywords
piston
actuating
brake unit
rolling elements
unit according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16704434.6A
Other languages
German (de)
English (en)
Inventor
Olaf Drewes
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.)
SAF Holland GmbH
Original Assignee
SAF Holland 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 SAF Holland GmbH filed Critical SAF Holland GmbH
Publication of EP3262314A1 publication Critical patent/EP3262314A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
    • F16D65/22—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for pressing members apart, e.g. for drum brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D51/00—Brakes with outwardly-movable braking members co-operating with the inner surface of a drum or the like
    • F16D51/10—Brakes with outwardly-movable braking members co-operating with the inner surface of a drum or the like shaped as exclusively radially-movable brake-shoes
    • F16D51/14—Brakes with outwardly-movable braking members co-operating with the inner surface of a drum or the like shaped as exclusively radially-movable brake-shoes fluid actuated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D51/00—Brakes with outwardly-movable braking members co-operating with the inner surface of a drum or the like
    • F16D51/16—Brakes with outwardly-movable braking members co-operating with the inner surface of a drum or the like shaped as brake-shoes pivoted on a fixed or nearly-fixed axis
    • F16D51/18—Brakes with outwardly-movable braking members co-operating with the inner surface of a drum or the like shaped as brake-shoes pivoted on a fixed or nearly-fixed axis with two brake-shoes
    • F16D51/20—Brakes with outwardly-movable braking members co-operating with the inner surface of a drum or the like shaped as brake-shoes pivoted on a fixed or nearly-fixed axis with two brake-shoes extending in opposite directions from their pivots
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/02—Fluid pressure
    • F16D2121/04—Fluid pressure acting on a piston-type actuator, e.g. for liquid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/58—Mechanical mechanisms transmitting linear movement
    • F16D2125/66—Wedges

Definitions

  • Brake unit The present invention relates to a brake unit, in particular for use in commercial vehicles.
  • Brake units are already known from the prior art, in which a spreading wedge unit is used to move two brake shoes or brake pads relative to each other so that they engage with a brake disc or a brake drum.
  • the force-transmitting parts are exposed in the Sp Drokkeiltechnik high mechanical loads, which often occur due to the sliding movement taking place relative movements of different components to each other a high wear and a high power requirement for the operating unit.
  • the object of the present invention is to provide a brake unit which eliminates the disadvantages known from the prior art while still allowing a lightweight and space-saving design.
  • the brake unit comprises an actuating element and a piston element, wherein the actuating element is displaceable along an actuating axis, wherein the piston element is displaceable along a piston axis and secured against displacement transversely to the piston axis, wherein the actuating axis and the piston axis are substantially transverse to each other, wherein the Be - actuating element has an actuating surface and wherein the piston member has a piston surface, wherein between the actuating surface and the piston surface, a plurality of rolling elements for transmitting a force between the actuating element and the piston element are arranged.
  • the actuating element is advantageously the expanding wedge of a Sp Drettiilbremsstrom, which has a rod-shaped portion, via which a force of a brake power system, such as a brake cylinder, is recorded. Furthermore, the actuating element has a wedge-shaped section, on which an actuating surface is provided. The actuating surface serves for the direct or indirect transmission of power from the actuating element to the plurality of rolling elements. As a plurality of rolling elements is defined in this context that at least two rolling elements are present. The rolling elements are in direct or indirect engagement with the actuating element. The rolling elements transmit the force received by the actuating element to the piston element and in particular to a piston surface of the piston element.
  • the actuating surface and the piston surface are aligned with each other such that the force transmitted to the piston member resulting force acts substantially along the piston axis.
  • That of The rolling elements transmitted directly or indirectly to the rolling elements preferably have their greatest force component parallel to the piston axis, preferably in the state of the braking unit in which it applies the highest braking force.
  • the plurality of rolling elements is preferably used instead of a single rolling element with a larger radius, which although also allows a reduced surface pressure, but at the same time causes a significantly increased space requirement.
  • the rolling elements roll off on a first running surface and a second running surface, wherein the running surface planes are formed and arranged symmetrically relative to one another on a median plane, the axes of rotation of the rolling bodies lying in the median plane.
  • At least one of the running surfaces is preferably provided on the actuating surface or on the piston surface, the other preferably on another component or alternatively on one of the surfaces, actuating surface or piston surface, which does not already have the first running surface.
  • the rolling elements are arranged, wherein the axes of rotation of the rolling elements lie in a median plane.
  • the median plane can also be formed as a curved surface along which the axes of rotation of the rolling elements move.
  • the treads are formed symmetrically with respect to each other with respect to the median plane, ie in other words, a first orthogonal to the median plane and these crossing vector has a certain length to its point of intersection with the first tread, wherein the reciprocal of this vector on the opposite side of the median plane to its intersection with the second tread exactly the same amount as the first vector.
  • two points orthogonal to each other with respect to the median plane have the same distance from the median plane on the first and second treads.
  • the first running surface is formed on an intermediate element, wherein the second running surface is formed on one of the elements, actuating element or piston element.
  • the intermediate element is advantageously a component produced and formed separately by the piston element and the actuating element.
  • the intermediate element made of hardened material, which is in particular preferably harder than the material of the piston element and the actuating element, be formed, whereby the wear between the rolling element and advantageously provided on the intermediate element first tread can be significantly reduced.
  • the intermediate element is in particular designed to arrange the first running surface in each state of the brake unit in a plane symmetrical manner with respect to the second running surface, even if deformations on the actuating element or on the piston element occur due to the forces acting in the brake unit. This improves in particular the effect of the plurality of rolling elements, by the distribution of force transmission to a plurality of rolling elements, as evenly as possible, to reduce the Hertzian surface pressure at the first running surface and the second running surface.
  • the intermediate element has on its side opposite the first running surface side a compensation surface, wherein the compensation surface is at least partially curved.
  • the compensating surface of the intermediate element is preferably the surface with which the intermediate element rests either on the piston element or on the actuating element.
  • the compensation surface is at the same time a surface with which the intermediate element transmits a force to the piston element or receives from the actuating element.
  • the region-wise curvature of the compensation surface allows a pivoting of the intermediate element relative to the element which bears against the compensation surface.
  • the radius of curvature of the compensation surface is preferably a multiple of the radius of curvature of the rolling elements. In this way, the Hertzian surface pressure and resulting surface damage in the region of the contact between the compensation surface and the piston element or the actuating element can be reduced to a minimum.
  • the curvature of the compensation surface with a mean radius of curvature makes it possible to pivot the intermediate element by rolling over the compensation surface, in particular to compensate for manufacturing tolerances and pivoting of the actuating element relative to the piston element.
  • the intermediate element abuts against the actuating surface or on the piston surface in such a way and is designed such that there is a pendulum or pivotal movement of the actuating element relative to the piston axis with a pendulum angle of 1 ° to 8 °, preferably from 2 ° to 6 ° and particularly preferred from about 2 ° to 4 °.
  • the intermediate element permits a pivoting movement of the actuating element relative to the piston axis in the range of ⁇ 1 ° to ⁇ 8 ° and thereby holds the running surfaces of the rolling elements symmetrical to each other or preferably parallel to each other. It is understood in this context that the pendulum angle can be applied both in one direction and with the same amount in the opposite direction.
  • the range of the pendulum angle of ⁇ 1 ° to ⁇ 8 ° allows an optimal running of the rolling elements on the running surfaces even with particularly high forces and deformations occurring in the brake unit.
  • the pendulum angle is not greater than 8 ° designed, because in order to achieve this again the average curvature radius of the compensating surface would have to be chosen smaller, which in turn would increase the Hertzian surface pressure in the area of the compensating surface.
  • the particularly preferred range of the pendulum angle of 2 ° to 4 ° has proven particularly in the field of drum brakes for commercial vehicles, since all of the occurring in these pivotal or pendulum movements of the actuating element can be compensated by an intermediate element designed in this way.
  • the first running surface is provided on the intermediate element and the second running surface is provided on the actuating element.
  • the advantage of this embodiment is that the intermediate element can be fixed to the piston element and thus the actuating element, regardless of the Composite of intermediate element and piston element remains and may preferably be an integral part of a brake cylinder.
  • the first running surface is provided on the intermediate element and the second running surface is provided on the piston element.
  • This embodiment is advantageous because the intermediate element and the actuating element can be preassembled to be subsequently inserted into the actuating unit. As a result, the assembly work for the brake unit can be reduced.
  • braking unit in which the maximum actuation force is transmitted from the actuating element to the piston member and at the same time the maximum braking effect is achieved on the brake.
  • the forces transmitted through the individual rolling elements can be distributed as evenly as possible, and in this way both the wear of the rolling elements and the wear of the running surfaces can be minimized.
  • this is possible between the axes of rotation and the average force transmission.
  • spanned triangle thus an isosceles triangle, wherein the same legs of the triangle each extend between an axis of rotation or one end of the pivot axis distance and the middle force transmission point.
  • the rolling elements are held in a cage. In this way, the positioning and uniform distribution of the rolling elements between the treads is improved. In addition, it is achieved that even if individual rolling elements in certain states of the brake unit are not arranged between the running surfaces, they are not lost but are held in their position by the cage.
  • the maximum distance between two rolling bodies is greater than the extension of the first running surface and / or the second running surface measured parallel to the center plane.
  • a very compact design can be selected for the actuating element, in particular the expanding wedge of the actuating element, and thus weight can be saved.
  • it is possible to use a certain wedge in different sized brake systems since the composite of rolling elements is able to ensure a sufficiently large actuation travel, even if one of the treads is shorter than the required actuation path.
  • the rolling elements form a needle bearing, wherein preferably at least four rolling elements, more preferably approximately seven to fifteen rolling elements are provided. It has proved to be advantageous that the greater the displacement of the actuating element along the actuating axis during operation of the brake unit, the more rolling elements are advantageously used to form a needle bearing. In this way, even over the entire displacement movement of the actuating element away always a uniformly high number be arranged on rolling elements between the first tread and the second tread to uniformly transmit a force from the actuating element to the piston element. At the same time, it has been found to be advantageous to use at least four rolling elements for a needle bearing, wherein the weight of the brake unit is kept low by this minimally trained needle bearing.
  • the force transmitted by the rolling elements has its greatest force component along or parallel to the piston axis. It can be minimized in this way the wear in the region of the leadership of the piston member.
  • the piston element is guided in a recess of the housing of the brake unit, which is preferably designed as an expanding wedge unit. In order to apply this guide of the piston element with only the smallest possible lateral force, it is preferred that the largest force component of the transmitted force from the rolling elements acting substantially parallel to the piston axis.
  • the actuating axis is substantially transverse to the piston axis.
  • substantially transversely to the piston axis in the present context means that smaller displacements in the range up to ⁇ 10 °, preferably up to ⁇ 5 ° and particularly preferably up to ⁇ 3 ° of the actuating element are included relative to the piston axis.
  • the actuating axis is perpendicular to the piston axis.
  • the running surfaces are curved to guide ball-shaped or barrel-shaped rolling elements.
  • This curvature of the treads is preferably constant over the entire path or rolling path of the rolling elements along the running surfaces, in particular to prevent local surface irregularities cause voltage peaks in the transmission of force from the rolling elements to the corresponding tread.
  • the curved running surfaces allow guidance and stabilization of the rolling elements against displacement along their axes of rotation.
  • the running surfaces are aligned parallel to one another and preferably flat.
  • the running surfaces are designed as simple flat surfaces. The advantage of this embodiment is that such surfaces are much easier to manufacture than curved surfaces.
  • the intermediate element is secured against displacement along the actuating axis relative to the piston element or relative to the actuating element.
  • the intermediate element is thus preferably pivotable either on the actuating element or on the piston element, but secured secured against displacement.
  • Particularly suitable for this purpose is a positive engagement between a corresponding attachment geometry on the piston element or on the actuating element, in which engages the intermediate element.
  • FIG. 4 shows a view of the preferred embodiment of the brake unit according to the invention already shown in FIG. 1
  • FIG. 5 shows a detailed view of a preferred embodiment of the brake unit according to the invention
  • FIG. 6 shows a sectional view of the preferred embodiment of the brake unit according to the invention shown in FIG.
  • the brake unit in FIG. 1 has an actuating element 2 and a piston element 4.
  • two states of the preferred embodiment of the brake system are shown separated by the centrally arranged actuation axis B.
  • the state of the brake unit shown above the actuating axis B is the state in which the actuating element 2 has retracted into the brake unit so far that its wedge-shaped geometry in the left-hand section of the figure removes the piston element 4 to a maximum extent from the actuating axis B.
  • This state is in particular the state when the maximum braking force is applied, in which the preferably two piston elements 4 are maximally spread.
  • the intermediate element 5 shown in the lower half also has a power transmission area 52 and a middle power transmission point 53.
  • the actuating element 2 has an actuating surface 21 which is preferably also the second running surface 72 at the same time.
  • rolling elements 6 are supported, which in the present case preferably form a needle bearing.
  • an intermediate element 5 is preferably provided which has a first running surface 71.
  • the rolling elements 6 transmit a force from the actuating element 2 to the intermediate element 5 and vice versa.
  • the intermediate element 5 has on its side facing away from the first running surface 71 a compensation surface 51.
  • the compensation surface 51 is preferably formed curved with a mean radius of curvature R.
  • the radius of curvature R is substantially greater than the extension L5 of the intermediate element 5 transversely to the piston axis K.
  • the intermediate element 5 on the compensation surface 51 has a force transmission region 52 with a mean force transmission point 53.
  • the mean power transmission point 53 is to be understood as a mathematical auxiliary variable. Since Fig. 1 shows a sectional view of the preferred embodiment of the brake unit, it will be understood that the average power transmission point 53 is preferably a straight line in relation to the spatial configuration of the brake unit.
  • the axes of rotation of the rolling elements 6 lie in the center plane D, wherein the first running surface 71 and the second running surface 72 are advantageously plane-symmetrical relative to one another with respect to the center plane D.
  • FIG. 2 shows a further preferred embodiment of the brake unit according to the invention, wherein, in contrast to FIG. 1, the second running surface 72 is provided on the piston surface 41.
  • the intermediate element 5 moves along with the actuating element 2 along the actuating axis under the piston 4, whereby the inclination the piston surface 41, or the second running surface 72, a displacement of the actuating element 2 along the actuating axis B causes a displacement of the piston element 4 along the piston axis K.
  • the preferred acute-angled triangle between an average force transmission point 53 and a rotational axis spacing A is identified in the lower half of the figure.
  • a triangle applied between the middle force transmission point 53 and the rotational axis distance A is preferably approximately isosceles in this state. It can thus be achieved a particularly uniform force distribution to the rolling elements 6.
  • the cross sections of the actuating element 2 of the intermediate element 5 and of the piston element 4 and the rolling elements 6 are substantially equal to the cross sections of the corresponding components in the embodiment shown in Fig. 1.
  • Fig. 3 shows a further preferred embodiment, which is based essentially on the embodiment shown in Fig.
  • FIGS. 5 and 6 show an illustrative view of the position of the median plane D and a preferred embodiment of the first race 71 and the second race 72, which are curved in this example.
  • a sliding out of the rolling elements 6 from the intermediate space defined between the running surfaces 71, 72 is not possible.
  • the rolling bodies 6 can be held by a cage in all of the embodiments of FIGS. 1 to 6, the embodiment illustrated in FIGS. 5 and 6 ensures additional stabilization of the rolling elements 6 in their optimum position for transmitting power between the actuating element 2 and the piston member 4 (not shown).
  • R mean radius

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne une unité de freinage, destinée à être utilisée en particulier dans des véhicules utilitaires, laquelle unité de freinage comprend un élément d'actionnement (2) et un élément piston (4), l'élément d'actionnement (2) pouvant être déplacé le long d'un axe d'actionnement (B), l'élément piston (4) pouvant être déplacé le long d'un axe de piston (K) et étant bloqué pour ne pas pouvoir être déplacé perpendiculairement à l'axe de piston (K), l'axe d'actionnement (B) et l'axe de piston (K) étant sensiblement perpendiculaires, l'élément d'actionnement (2) présentant une surface d'actionnement (21) et l'élément piston (4) présentant une surface de piston (41), une pluralité d'éléments roulants (6) étant placés entre la surface d'actionnement (21) et la surface de piston (41) pour transmettre une force de réglage entre l'élément d'actionnement (2) et l'élément piston (4).
EP16704434.6A 2015-02-26 2016-02-12 Unité de freinage Withdrawn EP3262314A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015203440.2A DE102015203440B4 (de) 2015-02-26 2015-02-26 Bremseinheit
PCT/EP2016/053022 WO2016134983A1 (fr) 2015-02-26 2016-02-12 Unité de freinage

Publications (1)

Publication Number Publication Date
EP3262314A1 true EP3262314A1 (fr) 2018-01-03

Family

ID=55357984

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16704434.6A Withdrawn EP3262314A1 (fr) 2015-02-26 2016-02-12 Unité de freinage

Country Status (6)

Country Link
US (1) US10677302B2 (fr)
EP (1) EP3262314A1 (fr)
CN (1) CN107250590B (fr)
DE (1) DE102015203440B4 (fr)
MX (1) MX2017010839A (fr)
WO (1) WO2016134983A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10597257B2 (en) * 2017-03-06 2020-03-24 Thyssenkrupp Elevator Ag High speed bearing assembly for elevator safety gear and methods of making and using same
FR3080899B1 (fr) * 2018-05-02 2020-05-22 Poclain Hydraulics Industrie Dispositif de freinage ameliore
CN112413006B (zh) * 2019-08-23 2022-02-08 比亚迪股份有限公司 盘式制动器和车辆
DE102021115785B3 (de) * 2021-06-18 2022-09-15 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Trommelbremse

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1848775A (en) * 1932-03-08 girling
US1968667A (en) * 1932-03-21 1934-07-31 White John William Hydraulic brake
US3326331A (en) * 1965-01-27 1967-06-20 Wagner Electric Corp Automatic adjustor mechanism
GB1195977A (en) * 1966-09-24 1970-06-24 Girling Ltd Improvements in and relating to Actuators for Vehicle Brakes.
DE1600147A1 (de) * 1966-10-15 1970-02-05 Teves Gmbh Alfred Trommelbremse mit Spreizkeilbetaetigung
DE6607122U (de) * 1967-02-27 1971-01-21 Perrot Bremse Gmbh Deutsche Innenbackenbremse mit kugelgelagertem spreizkeil
US4351419A (en) * 1980-05-07 1982-09-28 Eaton Corporation Automatic slack adjuster
DE8320022U1 (de) * 1983-07-12 1987-10-22 Bergische Achsenfabrik Fr. Kotz & Söhne, 5276 Wiehl Betätigungseinrichtung für eine Scheibenbremse
DE3717072A1 (de) * 1987-05-21 1988-12-08 Knorr Bremse Ag Zuspannvorrichtung fuer bremsen
CN1239538A (zh) * 1996-10-03 1999-12-22 丰田自动车株式会社 包括装备有自伺服机构的电动的盘式制动器的制动系统
JP3945245B2 (ja) * 2001-02-15 2007-07-18 株式会社デンソー ディスクブレーキ
EP1389282A1 (fr) * 2001-05-21 2004-02-18 Estop GmbH Frein electromecanique avec amplification automatique et angle d'attaque variable
JP4000949B2 (ja) * 2002-08-08 2007-10-31 株式会社アドヴィックス クサビ作動式ブレーキ装置
CN102518717B (zh) * 2011-10-27 2014-05-07 奇瑞汽车股份有限公司 一种电子机械制动器以及汽车

Also Published As

Publication number Publication date
US10677302B2 (en) 2020-06-09
DE102015203440B4 (de) 2020-12-03
MX2017010839A (es) 2017-12-11
CN107250590A (zh) 2017-10-13
US20190107161A1 (en) 2019-04-11
DE102015203440A1 (de) 2016-09-01
CN107250590B (zh) 2019-12-10
WO2016134983A1 (fr) 2016-09-01

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