EP3583304B1 - Pump group comprising an electric drive and a mechanical drive with a clutch - Google Patents

Pump group comprising an electric drive and a mechanical drive with a clutch Download PDF

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Publication number
EP3583304B1
EP3583304B1 EP18708747.3A EP18708747A EP3583304B1 EP 3583304 B1 EP3583304 B1 EP 3583304B1 EP 18708747 A EP18708747 A EP 18708747A EP 3583304 B1 EP3583304 B1 EP 3583304B1
Authority
EP
European Patent Office
Prior art keywords
clutch
pump group
impeller
mechanical
drive
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
EP18708747.3A
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German (de)
English (en)
French (fr)
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EP3583304A1 (en
Inventor
Alfonso SURACE
Marco Pedersoli
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.)
Industrie Saleri Italo SpA
Original Assignee
Industrie Saleri Italo SpA
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Publication date
Application filed by Industrie Saleri Italo SpA filed Critical Industrie Saleri Italo SpA
Publication of EP3583304A1 publication Critical patent/EP3583304A1/en
Application granted granted Critical
Publication of EP3583304B1 publication Critical patent/EP3583304B1/en
Active legal-status Critical Current
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/162—Controlling of coolant flow the coolant being liquid by thermostatic control by cutting in and out of pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump speed

Definitions

  • the present invention relates to a pump group for a cooling system of a vehicle, preferably for cooling an engine, for example an internal combustion engine.
  • the present invention refers to a pump group having a dual drive, i.e. comprising both an electric drive and a mechanical drive.
  • the intensity of the cooling action should vary. For example, intense cooling is required when the engine is running at full speed or in towing conditions or on an uphill road or at high ambient temperatures. On the contrary, in other conditions of use, it is appropriate that the cooling is not accentuated, for example when the engine is being started or when it is being shut off.
  • cooling pumps are known wherein such need has been met by providing a dual drive.
  • cooling pumps are known wherein the rotational speed of the impeller comprised therein is regulated by specific command means comprising both an electric drive and a mechanical drive.
  • the rotation speed of the impeller is rotated according to need, either by the mechanical drive, typically operatively connected to the engine of the vehicle, and therefore a function of the engine rpm, or by the electric drive, typically comprising an electric motor, the drive of which is controlled electrically.
  • the object of the present invention is to provide a pump group for a cooling system of a vehicle, for example for an internal combustion engine, of the dual-drive type, which has a simple management of the two drives, and also simplifies the structure and the geometry thereof.
  • a pump group for a cooling system of an engine preferably an internal combustion engine
  • Said pump group 1 is of the dual or hybrid type, comprising, as described below, command means 4 comprising an electric drive 5 and a mechanical drive 6.
  • the pump group 1 object of the present invention further comprises an impeller 2, rotatable about an axis X-X in such a way that the rotation of the impeller 2 corresponds to the movement of a predetermined quantity of coolant in the circuit.
  • the impeller 2 is of the radial type, i.e., it provides that the inlet flow of coolant has a substantially axial overall direction and the outlet flow of coolant has a radial direction.
  • the aforementioned command means 4 are operatively connected to the impeller 2 to command its rotation speed as needed.
  • the impeller 2 is drivable both mechanically and electrically.
  • the pump group 1 object of the present invention in any of the embodiments thereof, has an electric drive 5 and a mechanical drive 6 provided with the specific characteristics described.
  • the electric drive 5 comprises an electric motor 50 and a first unidirectional clutch 58, such that the electric motor 50 is operatively connected to the impeller 2 via said first unidirectional clutch 58.
  • the electric motor 50 comprises a rotor 51 and a stator 52: the rotor 51 is moved in rotation by the electric excitation of the stator 52 and is mounted on said first unidirectional clutch 58 to transmit the rotary action to the impeller 2 therethrough.
  • the mechanical drive 6 comprises a centrifugal clutch 60, such that the mechanical drive 6 is operatively connected to the impeller 2 by means of said centrifugal clutch 60.
  • the mechanical drive 6 is connectable to the engine of the vehicle, for example to the camshaft of the engine, by means of a kinematic chain preferably comprising a belt or a chain; e.g., in fact, the mechanical drive 6 comprises a pulley 66 operatively connectable with said kinematic chain and which is operatively connected to the impeller 2 by means of the centrifugal clutch 60.
  • the centrifugal clutch 60 comprises, concentrically arranged, a clutch disc 61 controllable in rotation by the engine of the vehicle, for example by the rotation of the pulley 66, and a clutch drum 62 operatively connected to the impeller 2.
  • said clutch disc 61 and/or said clutch drum 62 extend in length for a short distance having a substantially annular shape.
  • said clutch disc 61 and/or said clutch drum 62 extend in length for a greater length having substantially the shape of a hollow shaft.
  • the present invention is likewise not limited to particular embodiments or dimensions of the clutch disc 61 and/or of the clutch drum 62.
  • the clutch disc 61 is integrally connected to the pulley 66 such that the rotation of the clutch disc 61 corresponds to the rotation by the pulley 66.
  • the clutch disc 61 and the pulley 66 are two distinct components, mutually joined by screws (as shown by way of example in the accompanying figures).
  • the clutch disc 61 is formable directly on the pulley 66, for example, the pulley 66 integrally comprises the clutch disc 61 (embodiment not shown in the accompanying figures).
  • the clutch disc 61 has dimensions (particularly length) such as to house thereon special support elements (for example bearings) and the pulley itself is assembled directly thereon.
  • the centrifugal clutch 60 comprises engagement means 65 suitable to associate and connect, on the action of the centrifugal force, the clutch disc 61 to the clutch drum 62.
  • the centrifugal clutch 60 has a resting configuration, wherein the mechanical drive 6 is operatively disengaged from the impeller 2, and an engagement configuration, wherein the mechanical drive 6 is operatively connected to the impeller 2.
  • the engagement means 65 are suitable to be arranged in a resting configuration, wherein the clutch disc 61 is disengaged from the clutch drum 62 and is free to rotate on the action of the pulley 66, and an engagement configuration, wherein the clutch disc 61 is, instead, engaged to the clutch drum 62, which is then pulled in rotation.
  • the passage between the two configurations is a function of the rotation speed of the clutch drum 61, and therefore of the engine of the vehicle, i.e. of the pulley 66.
  • the engagement means 65 increase the action of the centrifugal force endured by the engagement means 65; for example, at low speeds, the engagement means 65 are maintained in a resting configuration, at high speeds they pass into an engagement configuration, thus executing the engagement between the shafts. That is to say, the engagement means 65 permit an engagement between the clutch disc 61 and the clutch drum 62, being arranged in the aforesaid engagement configuration when the clutch disc 61 is driven in rotation at an rpm greater than a threshold value.
  • Said threshold value is variable depending on the specific application of the pump group 1: for example, depending on the type of vehicle, depending on the size of the vehicle, depending on the engine of the vehicle, depending on the expected mode of use of the vehicle.
  • the threshold value is approximately 3000 rpm.
  • the engagement means 65 comprise at least one engagement device 650 comprising a radial element 651 movable radially by the centrifugal force and suitable to connect operatively the clutch disc 61 and the clutch drum 62, and an elastic member 655 suitable to exert on the radial element 651 an action opposite to that of the centrifugal force.
  • the radial element 651 comprises a disc portion 651' integrally connected to the clutch disc 61 and a drum portion 651" adapted to engage the clutch drum 62, preferably by friction.
  • the drum portion 651" is made of a material, or is coated with a material, with a high friction coefficient.
  • the elastic member 655 is suitable to act in particular on said drum portion 651".
  • the threshold value is defined according to the features and the action executed by the elastic member 655: the threshold value corresponds to the number of revolutions per minute necessary to achieve an action of centrifugal force on the radial element 651 and in particular on the drum portion 651" thereof, such as to overcome the action of the elastic member 655.
  • the radial element 651 has a first end connected to the clutch disc 61 or the pulley 66 and a second end connected to the drum portion 651".
  • the radial element 651 is hinged to the clutch disc 61 with its disc portion 651', having the other end, its drum portion 651", free to move in the radial direction, exclusive of the action of the elastic member.
  • the elastic member 655 is a tension spring.
  • the tension spring is a helical spring.
  • the threshold value is directly a function of the physical characteristics of the elastic member 655.
  • the threshold value is also directly a function of the physical characteristics of the radial element 651.
  • the engagement means 65 comprise a plurality of engagement devices 650 arranged angularly equidistant from each other.
  • the engagement means 65 comprise three engagement devices 650.
  • the command means 4 described above are suitable to command in rotation the impeller 2 according to the operating conditions and the needs of the vehicle, either with the electric drive 5 or with the mechanical drive 6.
  • the mechanical drive 6 has the centrifugal clutch 60 in the resting configuration; in such situations, therefore, the impeller 2 is drivable in rotation by means of the electric drive 5 as needed.
  • the electric drive 5 is activated in such a way as to maintain the rotation of the impeller 2 and the coolant (such stage is therefore called "post run”).
  • the mechanical drive 6 is completely inactive as the engine of the vehicle is stationary, the impeller 2 rotates at a predetermined rotational speed resulting in a circulation of the coolant.
  • the mechanical drive 6 has the centrifugal clutch 60 in the engagement configuration; in such situations, therefore, the impeller 2 is drivable in rotation, preferably by the mechanical drive 6.
  • the first unidirectional clutch 58 is therefore suitable to release the electric motor 50 from the impeller 2; even if not required, it is preferably possible, in such situations, to even provide for the electrical deactivation of the electric motor 50.
  • the pump group 1 comprises a pump body 100 suitable to rotationally support the electric drive 5, housing it inside a housing chamber 100' and suitable to support rotationally the mechanical drive 6, preferably cantilevered.
  • the electric drive 5 is housed inside the pump body 100 while the mechanical drive 6 is for the most part placed externally thereto, as shown in the attached drawings.
  • the pump body 100 comprises an impeller chamber 120 (shown only schematically in the accompanying figures) wherein the impeller 2 is housed and wherein, upon the action of the impeller 2, the coolant flows, entering through an inlet duct and exiting through an outlet duct.
  • impeller chamber 120 shown only schematically in the accompanying figures
  • the housing chamber 100' and the rotating chamber 120 are respectively sealingly divided, comprising a dynamic seal 190 fitted on a subsequently described impeller shaft 3.
  • the housing chamber 100' is dry and the electric motor 50 has a dry-type rotor 51.
  • the pump group 1 comprises an impeller shaft 3 extending along the axis X-X, such that the electric drive 5 and the mechanical drive 6 are operatively connected to said impeller shaft 3 to control the rotation speed thereof and therefore to control the rotation speed of the impeller 2.
  • the impeller shaft 3 comprises an impeller end 32 to which the impeller 2 is integrally connected.
  • the rotating shaft 3 comprises a command portion 34 on which the command means 4 act, being operatively connected respectively to the electric drive 5 and the mechanical drive 6.
  • the command portion 34 comprises a mechanical end 36 operatively connected to the mechanical drive 6; preferably, the mechanical end 36 is opposite the impeller end 32.
  • command portion 34 comprises an electric zone 35 operatively connected to the electric drive 5.
  • the electric zone 35 is arranged between the two.
  • the electric drive 5 and the mechanical drive 6 are on the same side with respect to the impeller 2, for example rearward thereto, as in the embodiments shown in the accompanying drawings.
  • solutions of pump groups 1, not shown in the accompanying figures are foreseeable wherein the electric drive 5 and the mechanical drive 6 are arranged in front of the impeller 2 or are arranged on opposite sides of the impeller 2.
  • the aforesaid mechanical end 36 is engaged with the centrifugal clutch 60, in particular with the clutch drum 62.
  • the centrifugal clutch 60 is operatively connected to the pulley 66, comprised in the mechanical drive 6, so that the pulley 66 and the clutch 60 are inserted on the impeller shaft 3.
  • the pulley 66 and the clutch 60 are penetrated by the impeller shaft 3.
  • the induced rotation of the clutch drum 62 corresponds to a rotation of the impeller shaft 3.
  • the engagement of the centrifugal clutch 60 is directed onto the impeller shaft 3: a rotation of the impeller shaft 3 corresponds to the rotation of the centrifugal clutch 60 in the engagement configuration.
  • the electric drive 4 and the mechanical drive 5 are rotationally supported by the impeller shaft 3.
  • the pump body 100 comprises a first bearing 161 and a second bearing 162, housed inside the housing chamber 100', suitable to rotationally support the impeller shaft 3.
  • the first bearing 161 is of the sliding type, e.g., a bushing.
  • the activation of the electric drive 5 is managed in such a way as to deactivate it over certain rpms, and therefore it is not in constant rotation when the mechanical drive 6 moves the impeller shaft 3 in rotation.
  • this embodiment is shown in figures 1 to 3 .
  • the mechanical end 36 is engaged with the centrifugal clutch 60, in particular, with the clutch drum 62, by means of a second unidirectional clutch 68.
  • the mechanical drive 6 comprises a mechanical shaft 600 which extends in length, preferably along the axis X-X, which rotationally supports the mechanical drive 6.
  • the centrifugal clutch 60 is operatively connected to the pulley 66, comprised in the mechanical drive 6, so that the pulley 66 and the clutch 60 are fitted on the mechanical shaft 600.
  • the pulley 66 and the clutch 60 are penetrated by the mechanical shaft.
  • a rotation of the mechanical shaft 600 corresponds to the induced rotation of the clutch drum 62 and through the second unidirectional clutch 68 eventually correspond to a rotation of the impeller shaft 3.
  • the engagement of the centrifugal clutch 60 is indirect on the impeller shaft 3: rotating the centrifugal clutch 60 in an engagement configuration corresponds to a rotation of the mechanical shaft 600 and only possibly through the second unidirectional clutch 68 is the impeller shaft 3 commanded in rotation.
  • the rotation speed of the mechanical shaft 600 must be greater than the rotation speed of the electric drive 4.
  • the rotation of the impeller shaft 3 does not influence the rotation of the slower unidirectional clutch, i.e. the unidirectional clutch which is not transmitting the rotary motion to the shaft.
  • the activation of the electric drive 5 is managed in such a way as to deactivate it over certain rpms, and therefore it is not in constant rotation when the mechanical drive 6 is moving the impeller shaft 3 in rotation, but, additionally, it is also foreseeable that the electric drive 5 is activated whenever it is necessary to increase the cooling capacity, independently of the mechanical drive 6, bound to the engine speed.
  • the pump body 100 comprises a first bearing 161 and a second bearing 162, housed inside the housing chamber 100', suitable to rotationally support the impeller shaft 3, wherein the second bearing 162 is suitable to support rotationally the mechanical shaft 600.
  • the second bearing 162 is suitable to absorb the actions due to the mechanical drive 6 to discharge them onto the pump body 100.
  • both the first bearing 161 and the second bearing 162 are of the rolling type.
  • the mechanical drive 6 is mounted cantilevered on the pump body 100, having, in the first embodiment, the mechanical end 36 of the impeller shaft 3 outside the chamber housing 100', while in the second embodiment having a portion of the mechanical shaft 600, outside of the housing chamber 100'.
  • the first unidirectional clutch 58 comprises a rolling bearing preferably of the needle type.
  • the rolling bearing is of the roller or needle type, having rolling elements located between the driven ring and the driving ring.
  • the first unidirectional clutch 68 is integrally connected to the rotor 51 of the electric motor 50.
  • the second unidirectional clutch 52 comprises a rolling bearing preferably of the needle type.
  • the rolling bearing is of the roller or needle type, having rolling elements located between the driven ring and the driving ring.
  • the second unidirectional clutch 68 is integral with, or an integral part of, the mechanical shaft 600.
  • the pump group 1 comprises an electronic control unit for controlling the electric drive 5.
  • the pump group 1 is connectable to a control unit of the vehicle on which it is mounted.
  • the pump group object of the present invention satisfies the engine cooling requirements and overcomes the drawbacks mentioned above.
  • the pump group according to the invention is very flexible, since it responds to the cooling needs of the vehicle according to the actual demand and not according to the engine speed or the availability of electrical power of the system. That is to say that, advantageously, the pump group is particularly suitable to manage in its entirety the quantity of coolant in the cooling system, for example managing the cooling of further components of the vehicle in addition to the engine, such as the turbo group, remedying the need to have specific electric pumps that move the predefined quantity of coolant in these components, allowing more space to be gained in the engine compartment.
  • the pump group is particularly compact and of compact size, being particularly suitable to be housed in the engine compartment of a motor vehicle.
  • the impeller (and the impeller chamber with the volute) is more compact and not oversized and operates always in conditions of optimum efficiency with respect to the known pump groups, where the impeller is often oversized to compensate for the poor flexibility of mechanical pumps and the limited power of electric pumps.
  • the pump unit requires a limited number of dynamic seals: specifically, only one dynamic seal is required, which is necessary to divide only the impeller chamber from the housing chamber.
  • the electric motor of the pump group object of the present invention is foreseeably of the dry rotor type, provided with a reduced air gap suitable to achieve a high electrical efficiency (with respect to electric motors with wet rotors).
  • the electric motor has no friction due to the presence of coolant and therefore its operation is not affected by the hydrodynamic braking effect of the coolant.
  • the dynamic seal comprised in the pump body has compact dimensions as it must confront low intensity action due to friction.
  • the presence of the centrifugal clutch allows a further simplified management of the mechanical drive.
  • the presence of both the first unidirectional clutch and the centrifugal clutch guarantees an even more simplified management of the two drives on the impeller.
  • the transition from the electric drive to the mechanical drive and vice versa is mechanically managed by the synergic presence of the centrifugal clutch and the first unidirectional clutch. Therefore, advantageously, the electronic management of the pump group is very simple.
  • it is not necessary to have an electrical synchronization of the activation of the two drives as, for example, is necessary in some dual drive pumps comprising an electromagnetic pulley in the mechanical drive: the electric drive alone must be managed electrically only in rotation speeds lower than those ensured by the mechanical drive following activation of the centrifugal clutch.
  • the pump group is able to avoid the action of cooling, even if the engine is running, when, for example in “warm-up” conditions, it is appropriate to heat the engine.
  • the pump group has the "fail-safe" feature; in fact, in the event of an electric drive failure, the pump group, due to the mechanical drive and the first unidirectional clutch, continues to ensure the movement of the impeller.
  • the pump group is operative in "post-run” conditions, i.e. with the engine turned off.
  • the presence of the centrifugal clutch allows, in a configuration wherein the impeller is rotated by the electric drive, the friction due to the mechanical part to be reduced to zero, there is therefore no energy absorption, for example, of the pulley and/or any provided bearings.
  • the first unidirectional clutch allows, in a configuration wherein the impeller is rotated by the mechanical drive, that the rotor is not driven in rotation by the shaft; therefore, magnetic friction is not produced (nor does the rotor-stator assembly work as an electric generator).
  • a further advantageous aspect lies in the fact that, in the configuration wherein it is envisaged, the mechanical shaft is supported by the pump body in such a way that all the loads, for example due to elevated belt loads associated with the belt action or the tension of the belt, are absorbed by the pump body and do not discharge onto the impeller shaft.
  • the designer is free to design the impeller shaft in the dimensions, measurements and diameters as required depending on the loads it must support for the most part associated with the action of the impeller and not the mechanical drive.
  • the impeller shaft is designable with compact size, length and diameter; similarly, therefore, also the bearings that support it and the dynamic seal fitted thereon are designed with compact dimensions. The presence of bearings and of compact (and not oversized) dimensions therefore involves achieving better energy efficiency of the pump group with respect to the solutions currently known in the state of the art.
  • the dual pump group is suitable to operate in the described operating situations in the most effective manner possible, solving the need for an electromagnetically controllable pulley.
  • the mechanical drive of the dual pump object of the present invention is therefore of a more compact size, lower weight, and does not require electrical energy to operate.
  • the pump group is efficient, controllable and flexible, and for most of the life of the vehicle presents a mechanical operation only when the cooling (and therefore hydraulic power) demand is greater than that which may be electrically managed by the electric drive.
  • the pump group is particularly advantageous also in the situations of starting the engine, and of "Start & Stop", which typically involves a heavy load on the components dedicated to starting (for example on the starter motor) which undergo accelerated wear; in fact, due to the presence of the centrifugal clutch, in such situations, the pump group does not contribute to generating unfavorable loads on said members dedicated to starting.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Electric Motors In General (AREA)
  • Mechanical Operated Clutches (AREA)
EP18708747.3A 2017-02-16 2018-02-13 Pump group comprising an electric drive and a mechanical drive with a clutch Active EP3583304B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT102017000017415A IT201700017415A1 (it) 2017-02-16 2017-02-16 Gruppo pompa con azionamento elettrico ed azionamento meccanico con frizione
PCT/IB2018/050876 WO2018150322A1 (en) 2017-02-16 2018-02-13 Pump group comprising an electric drive and a mechanical drive with a clutch

Publications (2)

Publication Number Publication Date
EP3583304A1 EP3583304A1 (en) 2019-12-25
EP3583304B1 true EP3583304B1 (en) 2020-11-04

Family

ID=59297251

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18708747.3A Active EP3583304B1 (en) 2017-02-16 2018-02-13 Pump group comprising an electric drive and a mechanical drive with a clutch

Country Status (5)

Country Link
EP (1) EP3583304B1 (zh)
CN (1) CN110199095B (zh)
HU (1) HUE052244T2 (zh)
IT (1) IT201700017415A1 (zh)
WO (1) WO2018150322A1 (zh)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60119318A (ja) * 1983-11-30 1985-06-26 Suzuki Motor Co Ltd エンジンの冷却装置
DE10128059C1 (de) * 2001-06-09 2002-11-28 Geraete & Pumpenbau Gmbh Regelbare Kühlmittelpumpe
JP2003239852A (ja) * 2002-02-20 2003-08-27 Tadano Ltd 油圧ポンプ駆動装置
DE10232138A1 (de) * 2002-07-12 2004-01-22 Behr Gmbh & Co. Vorrichtung zum Antrieb einer Kühlmittelpumpe
US9523393B2 (en) * 2011-04-13 2016-12-20 Borgwarner Inc. Multi-mode cooling pump
DE102011117374A1 (de) * 2011-10-28 2013-05-02 Daimler Ag Kühlmittelpumpe eines Kraftfahrzeugs
CN102705059A (zh) * 2012-05-08 2012-10-03 徐向丽 内燃机机械自动离合器冷却水泵
DE102012022195B4 (de) * 2012-11-08 2017-08-10 Borgwarner Inc. Vorrichtung zum Antrieb eines Nebenaggregates einer Brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP3583304A1 (en) 2019-12-25
CN110199095B (zh) 2021-05-07
CN110199095A (zh) 2019-09-03
IT201700017415A1 (it) 2018-08-16
HUE052244T2 (hu) 2021-04-28
WO2018150322A1 (en) 2018-08-23

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