EP3953549B1 - Serrure de véhicule automobile - Google Patents

Serrure de véhicule automobile Download PDF

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Publication number
EP3953549B1
EP3953549B1 EP20718550.5A EP20718550A EP3953549B1 EP 3953549 B1 EP3953549 B1 EP 3953549B1 EP 20718550 A EP20718550 A EP 20718550A EP 3953549 B1 EP3953549 B1 EP 3953549B1
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EP
European Patent Office
Prior art keywords
lever
control
inertia element
mass inertia
actuating
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
EP20718550.5A
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German (de)
English (en)
Other versions
EP3953549A1 (fr
Inventor
Carsten Fuchs
Murat Özdogan
Christina NOBLES
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.)
Kiekert AG
Original Assignee
Kiekert AG
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 Kiekert AG filed Critical Kiekert AG
Priority to EP23220244.0A priority Critical patent/EP4325008A3/fr
Publication of EP3953549A1 publication Critical patent/EP3953549A1/fr
Application granted granted Critical
Publication of EP3953549B1 publication Critical patent/EP3953549B1/fr
Active legal-status Critical Current
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • E05B77/06—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision by means of inertial forces

Definitions

  • the invention relates to a lock for a motor vehicle, in particular a side door lock, having a lock, a mass inertia element and a release lever chain, which has a release lever, a clutch lever, an actuating lever, the actuating lever being coupled to the release lever by means of the clutch lever, and a control lever for controlling of the clutch lever, wherein the control lever interacts with the inertia element in such a way that a movement of the control lever can be prevented by means of the inertia element depending on a limit speed of the actuating lever.
  • a lock for a motor vehicle also called a locking system
  • the locking device in the lock works together with a lock holder, which is attached either to the body of the motor vehicle or to the door, flap, sliding door, etc.
  • the relative movement between the lock holder and the rotary latch causes the rotary latch to be pivoted and at the same time the pawl comes into engagement with the rotary latch.
  • pawl is preferably brought into engagement with the rotary latch in a spring-loaded manner.
  • a release lever is used to unlock, i.e. to release the pawl from the rotary latch.
  • the pawl is acted upon by the release lever in such a way that the pawl disengages from the rotary latch and the rotary latch moves from the locking position into an open position.
  • the movement of the rotary latch usually occurs by means of a spring element and/or due to a tensile load that results from the lock holder in combination with the door seal.
  • the operating lever is used to operate the release lever.
  • the operating lever can be, for example, a manually operated internal operating lever, a manually operated external operating lever or an electrically operated trigger element. With the help of the operating lever, the release lever is moved and the locking mechanism is unlocked.
  • mass inertia elements counteract an external impulse and prevent, for example, a side door of a motor vehicle from being opened unintentionally.
  • An impulse can be introduced into the vehicle, for example, as a result of a collision. If, for example, in the event of a side impact, an impulse is introduced into the motor vehicle in such a way that, for example, a door handle of a side door is accelerated, the deflection of the door handle can cause the operating lever to be activated and the locking mechanism to open, causing the side door to open unintentionally can.
  • inertia-based locking systems have become known that counteract the unintentional opening of a door lock.
  • a motor vehicle door lock that is provided with an inertia lock.
  • the motor vehicle lock includes a locking arrangement that is equipped with a control lever and a coupling element.
  • the coupling element is designed with a spring arrangement. If the actuating lever is not actuated, the locking arrangement locks or is only unlocked by a spring when the actuating lever is actuated. If the actuation of the actuation lever results in an actuation speed that is above a predetermined limit speed, the inertia of the control lever ensures that the actuation of the actuation lever is delayed.
  • the actuation lever If, in the event of an accident, the actuation lever is actuated at an actuation speed above a certain limit speed, the actuation lever performs an idle stroke due to the delayed engagement of the clutch arrangement due to inertia.
  • an inertia-based actuation system for a release lever has become known.
  • the actuating lever interacts with a clutch lever which is pivotably mounted on the release lever.
  • a spring located on the actuating lever engages the clutch lever and thus enables the clutch lever to engage when the actuating lever is actuated.
  • the locking mechanism can be unlocked using the release lever.
  • a locking lever is provided, by means of which the clutch lever can be disengaged in the event of an inertia-related accident.
  • a clutch lever is mounted on an operating lever and is spring-loaded in a position in which the clutch lever comes into engagement with the release lever when the operating lever is actuated.
  • a locking lever acts on the coupling member, so that the coupling member comes out of engagement with the release lever.
  • the locking lever in turn, is spring-loaded against the release lever and can move the operating lever follow when the operating lever is operated at a normal operating speed.
  • the control lever In the event of an accident and thus an excessive speed of the actuating lever, the control lever cannot follow the movement of the actuating lever due to the mass inertia element which is in engagement with the control lever and comes into engagement with the clutch lever.
  • the control lever then causes the clutch lever to deflect.
  • the release mechanism for the lock can be locked by, for example, fixing the inertia element in the deflected state in which the control lever is in engagement with the clutch lever, so that the locking mechanism cannot be unlocked even if the operating lever is actuated further.
  • the safety systems known from the prior art are mostly based on the coupling member being controlled by means of a spring element.
  • Spring elements can have strong fluctuations in the spring constants due to material properties and manufacturing processes. A defined design of the springs therefore requires a lot of effort.
  • controlling using a spring element is always associated with uncertainties, since temperature fluctuations, for example, can influence the spring properties.
  • the object of the invention is to provide an inertia-based actuation system for a lock of a motor vehicle, with which a defined control of the clutch behavior in a release lever chain of a locking device of a motor vehicle lock can be provided. Furthermore, it is the object of the invention to provide a structurally simple and cost-effective way to secure a lock in the event of an accident.
  • a lock for a motor vehicle comprising a locking device, a mass inertia element and a release lever chain, which has a release lever, a clutch lever, an actuating lever, the actuating lever by means of of the clutch lever can be coupled to the release lever, and comprises a control lever for controlling the clutch lever, the control lever interacting with the inertia element in such a way that a movement of the control lever depending on a limit speed of the actuating lever can be prevented by means of the inertia element, the transmission ratio between a first lever arm from the center of an axis of the control lever to the guide pin and a second lever arm, which extends from the center of the guide pin to the center of an axis of the mass inertia element, is designed to be almost constant or increasing over the entire actuation path and wherein the control lever and the actuating lever, in particular a External operating levers are
  • the inventive design of the release lever chain in the motor vehicle lock now makes it possible to set a constant limit speed and to ensure that the clutch lever can be swiveled out safely.
  • the transmission ratio between the control lever and the mass inertia element is almost the same over the entire actuation path or increases when deflected in the actuation direction, which can ensure that a constant or reduced limit speed can be achieved with a previous deflection of the control lever from an intended rest position. This ensures a high level of security and functionality.
  • the limit speed is with an almost constant transmission ratio between the control lever and the mass inertia element almost identical to the non-deflected case. This means that the mass inertia element can be triggered with increased safety in the event of an accident. If the transmission ratio between the control lever and the mass inertia element increases, then when the control lever has already been deflected, the limit speed is reduced compared to the undeflected case, which means that the mass inertia element can be triggered with increased safety in the event of an accident.
  • the operating lever is preferably manually operated by an operator and may be connected to an interior door handle or an exterior door handle.
  • the release lever chain is triggered by a movement of the actuating lever, with the release lever chain disengaging from a limit speed of the actuating lever. Disengaging the release lever chain prevents unintentional opening of a side door, for example, due to excessively high speeds on the door handle.
  • the clutch lever maintains its initial position and is then able to operate the release lever and unlock the locking mechanism.
  • the release lever chain has a release lever, an actuation lever, a clutch lever and a control lever, the actuation lever acting on the release lever by means of the clutch lever.
  • the actuating lever is thus able to operate the release lever and unlock the locking mechanism and thus open the motor vehicle lock by means of the release lever chain.
  • a locking system according to the invention also includes locks that are used, for example, in sliding doors, rear locks, side doors, flaps or covers, such as a convertible top.
  • the lock usually includes a locking mechanism consisting of a rotary latch and at least one pawl.
  • the locking mechanism can be designed with a preliminary detent and/or a main detent, whereby one or two pawls can be used.
  • a release lever is the lever that acts directly on the locking mechanism.
  • the release lever acts on the pawl and releases the pawl from engagement with the rotary latch.
  • the clutch lever acts between the actuation lever and the release lever.
  • the clutch lever is guided in a control cam of the control lever, so that a defined alignment of the clutch lever with the release lever is possible.
  • the alignment of the clutch lever can be controlled and, on the other hand, the deflection behavior of the clutch lever can be adjusted by the course of the control contour. It is possible to influence and thus adjust the deflection angle through the course of the control contour.
  • control lever and the operating lever are mounted on a common axis.
  • Joint storage of the control lever and the actuating lever enables a structurally favorable design that requires little space.
  • the joint storage means that the lever torque can be easily coordinated.
  • the torques to be transmitted which are needed to trigger the locking mechanism and also provide control of the movement of the clutch lever, can be easily adjusted.
  • the shared storage enables a compact design with high functionality at the same time.
  • the clutch lever is pivotally mounted in the actuating lever.
  • the inclusion of the clutch lever in the actuation lever and in particular in the external actuation lever offers the advantage that coupling of the actuation lever with the release lever is possible with a small number of components.
  • the movement from the actuation lever to the release lever can be transferred directly.
  • the pivotable mounting of the clutch lever in the actuating lever makes it possible for the clutch lever to be stored in the actuating lever and at the same time to be guided through the control cam.
  • the clutch lever can be controlled using a control lever.
  • control lever can function as a control element when the control lever performs a relative movement to the actuating lever.
  • the control lever follows the movement of the operating lever through the engagement of a spring between the operating lever and the control lever.
  • the clutch lever is mounted in the operating lever and follows the movement of the operating lever. If the operating lever is moved during normal operation at a speed lower than the limit speed, the control lever follows the movement of the operating lever.
  • the spring acting between the control lever and the operating lever is designed so that there is a consistent movement between the control lever and the operating lever in normal operation.
  • a mass inertia element is a component that is pivotally mounted in the motor vehicle lock and counteracts an impulse from an accident due to its mass inertia in such a way that the motor vehicle lock is prevented from opening by the forces acting in the accident.
  • the mass inertia element is preferably designed as a lever and is mounted centrally. A symmetrical load distribution around the center of gravity can be advantageous.
  • the control lever is directly engaged with the mass inertia element.
  • the inert mass of the mass inertia element supports the control lever in its inertial behavior, so that further security is provided in order to keep the control lever in its position in the event of an accident. If the mass inertia element counteracts the impulse of the impact, the mass inertia element remains in its position and holds the control lever in its starting position against the deflection of the operating lever or external operating lever. This means that only the operating lever is deflected by, for example, a moving door handle and the control lever remains in its starting position.
  • the control lever is guided in a control contour of the mass inertia element.
  • Direct guidance of the control lever in a contour of the mass inertia element results in an advantageous design solution that is equipped with a minimum number of components.
  • the resulting high gear ratio prevents the control lever from having a high mass inertia in the event of an accident.
  • the mass inertia element can oppose the control lever with a maximum moment of inertia.
  • control contour extends from an approximately central pivot point of the mass inertia element to a radial end of the mass inertia element.
  • the mass inertia element can oppose the control lever with a maximum moment of inertia in the event of an accident, whereas when the actuating lever is actuated normally, the control lever must apply a lower moment along the control contour in the mass inertia element as the deflection of the actuating lever increases to deflect the mass inertia element. This makes it easier to operate the lock of the motor vehicle.
  • the advantageous design of the control contour along the extent of the mass inertia element thus has a positive effect on the behavior in an accident and at the same time during normal operation of the lock.
  • the control lever is actuated by means of the operating lever, with the pivotally mounted clutch lever being arranged between the operating lever and the control lever. Normal actuation of the actuation lever causes the clutch lever to remain in its initial position and the control lever to pivot via the pin arranged in the control cam of the control lever.
  • the control lever also points a pin which engages in a control cam of the mass inertia element.
  • a first lever arm, with which the clutch behavior of the clutch lever can be adjusted, is therefore the lever arm, which extends from the distance between the center of the axis of the control lever to the pin, which is in engagement with the control cam of the mass inertia element.
  • the pin in the inertia element control cam moves the inertia element about the center of the inertia element axis.
  • a second lever arm, which is decisive for the clutch behavior of the clutch lever, is therefore formed from the engagement relationship between pins in the control cam of the inertia element and the center of the pivot axis of the inertia element. According to the invention, the transmission ratio from the first lever arm to the second lever arm is almost constant over the entire actuation path of the control lever.
  • the term "almost constant" is of course to be interpreted relatively, since the control lever pivots around its axis and moves the pin, which is in engagement with the mass inertia element, on a circular path around the axis of the control lever. Likewise, the mass inertia element pivots about the center of the axis of the mass inertia element, so that the engagement conditions and thus the lever conditions between the first and second levers change over the pivoting path of the control lever. According to the invention, the lever ratios are designed such that an almost constant, only slightly changing speed of actuation of the mass inertia element is achieved.
  • a transmission ratio of the first lever arm to the second lever arm can be set from six to two, preferably five to three.
  • the control lever is pivoted by means of the actuating lever, with the deflection of the clutch lever being controllable by means of the transmission ratio and in relation to a limit speed of the actuating lever. It has been shown that when working with small deviations in the gear ratio, a safe deflection of the clutch lever can be achieved. This ensures the highest level of functionality and security in the motor vehicle lock.
  • the transmission ratio in the central position of the first and second lever arms can be adjusted from four to six, preferably from five.
  • the center position describes the state in which the centers of the pivot axis of the control lever, the center of the mass inertia element and the center of the pin in the control curve of the mass inertia element lie on an imaginary straight line. Due to the movement around this central position, the transmission ratio of the first lever arm to the second lever arm changes only slightly, so that a constant angular movement in the mass inertia element can be set. A constant or almost constant angular movement enables the provision of uniform moments in the release lever chain, so that a maximum of safety can be provided with regard to disengaging the clutch lever.
  • An advantageous embodiment variant of the invention results when the pin is arranged in the control cam of the mass inertia element between the axis of the control lever and the axis of the mass inertia element.
  • the structural design of the pin between the axes of the control lever and the mass inertia element allows a compact design of the release lever chain according to the invention to be provided. At the same time you can get cheap ones Set gear ratios, which in turn ensure high functionality.
  • FIG. 1 a side view of a lock 1 of a motor vehicle is shown.
  • the lock is only indicated as a dashed line.
  • the lock 1 includes an actuating lever 2, a clutch lever 3, a control lever 4, an inertia element 5, a release lever 6 and a locking device.
  • the locking device which is only indicated by dashed lines, can consist, for example, of a pawl 7, onto which the release lever 6 engages directly.
  • the other components of the lock 1 are omitted for better clarity, so that only the components of the lock 1 that are essential for explaining the function of the invention are shown.
  • the Figure 1 shows the release lever chain 8 of the lock 1 in a middle position M.
  • the actuating lever 2 is actuated, for example, by means of a Bowden cable in the direction of arrow P1 in the counterclockwise direction.
  • the clutch lever 3 mounted in the actuating lever 2 is moved via its axis 9 mounted in the actuating lever 2.
  • the clutch lever 3 in turn has a pin 10 with which the clutch lever 3 engages in the control cam 11 of the control lever 4.
  • the actuating lever 2 takes the control lever 4 with it.
  • a spring element 12 acts between the actuating lever 2 and the control lever 4.
  • the spring element 12 holds the control lever 4 in its starting position, so that a relative movement between the actuating lever 2 and the control lever 4 results in the spring element with a relative force between the control lever 4 and the actuating lever 2 works.
  • the spring force of the spring element must be overcome.
  • the spring element can be designed, for example, as a spiral spring.
  • the control lever 4 interacts with the mass inertia element 5 by means of a guide pin 13.
  • the guide pin 13 engages in a control cam 14 of the mass inertia element 5.
  • the guide pin 13 can be guided radially outwards in the control cam 14.
  • the mass inertia element 5 is accommodated in the lock 1 so that it can pivot about its axis 15.
  • the mass inertia element 5 preferably has a balanced mass distribution with respect to the axis 15. In other words, the mass inertia element 5 is mass-balanced around the axis 15.
  • a balanced mass balance with respect to the axis 15 offers the advantage that no natural vibrations can arise due to vibrations in the motor vehicle or can largely be prevented.
  • the lever arms L1 and L2 are also shown.
  • the lever arm L1 extends from the center of the axis 18 of the control lever 4 to the pin 13 in the control cam 14.
  • the second lever arm L2 extends from the center of the pin 13 to the center of the axis 15 of the mass inertia element 5.
  • the release lever chain and in particular are shown the transmission ratio in a central position M, whereby the centers of the axes 15, 18 and the center of the pin 13 lie on an imaginary straight center line M. Starting from this central position M, the transmission ratio of the first lever arm L1 to the second lever arm L2 decreases in both actuation directions of the control lever 4.
  • the transmission ratio remains almost constant or only changes slightly.
  • the slight change in the lever ratio from the first lever arm L1 to the second lever arm L2 results in an almost constant angular velocity or an angular velocity of the mass inertia element 5 with only minor deviations, so that safe actuation of the clutch lever 3 over the entire actuation path of the control lever 4 can be guaranteed.
  • the angular velocity of the mass inertia element 5 can be set as constant as possible by adjusting or moving the control lever 4 around the central position M.
  • the release lever chain 8 is designed such that a starting position A, in which Figure 3 to the right of the middle position M, towards an end position E.
  • the transmission ratio L1 to L2 increases towards the middle position M and in turn decreases towards the end position E. Due to the constructive design of the transmission ratio around the middle position M, the smallest possible deviation in the actuation speed of the mass inertia element can be expected.
  • safe actuation of the release lever 6 can be ensured in an advantageous manner and at the same time a high level of functionality in relation to the clutch lever 3 can be provided.

Landscapes

  • Lock And Its Accessories (AREA)
  • Mechanical Operated Clutches (AREA)

Claims (7)

  1. Serrure (1) pour un véhicule automobile, en particulier serrure de porte latérale, présentant un mécanisme de verrouillage (7), un élément à inertie de masse (5) et une chaîne à levier de déclenchement (8), laquelle comprend un levier de déclenchement (6), un levier d'accouplement (3), un levier d'actionnement (2), dans laquelle le levier d'actionnement (2) peut être accouplé au levier de déclenchement (6) au moyen du levier d'accouplement (3), et un levier de commande (4) permettant de commander le levier d'accouplement (3), dans laquelle le levier de commande (4) coopère avec l'élément à inertie de masse (5) au moyen d'un tourillon de guidage (13) de telle sorte qu'un mouvement du levier de commande (4) peut être empêché au moyen de l'élément à inertie de masse (5) en fonction d'une vitesse limite du levier d'actionnement (2), dans laquelle le rapport de transmission entre un premier bras de levier (L1) allant du centre d'un axe (18) du levier de commande (4) jusqu'au tourillon de guidage (13) et un second bras de levier (L2), lequel s'étend du centre du tourillon de guidage (13) jusqu'au centre d'un axe (15) de l'élément à inertie de masse (5), est conçu de manière à être pratiquement constant ou à augmenter sur toute la course d'actionnement, caractérisée en ce que le levier d'actionnement (2) et le levier de commande (4) sont montés sur un axe (18) commun.
  2. Serrure (1) selon la revendication 1, caractérisée en ce que le levier d'accouplement (3) est monté sur le levier d'actionnement (2) et guidé dans une came de commande (11) du levier de commande (4).
  3. Serrure (1) selon l'une des revendications 1 à 2, caractérisée en ce que l'élément à inertie de masse (5) est logé dans un axe de pivotement (15) dans la serrure (1) de véhicule automobile et peut être dévié au moyen du tourillon de guidage (13).
  4. Serrure (1) selon l'une des revendications 1 à 3, caractérisée en ce que le rapport de transmission d'un premier bras de levier (L1) allant de l'axe (18) du levier de commande (4) jusqu'au tourillon de guidage (13) par rapport à un second bras de levier (L2) allant du tourillon de guidage (13) jusqu'à l'axe de pivotement (15) de l'élément à inertie de masse (5) est pratiquement constant sur toute la course d'actionnement.
  5. Serrure (1) selon l'une des revendications 1 à 4, caractérisée en ce qu'un rapport de transmission du premier bras de levier (L1) au second bras de levier (L2) peut être réglé de six à deux, de préférence de cinq à trois.
  6. Serrure (1) selon l'une des revendications 1 à 5, caractérisée en ce que le rapport de transmission dans une position centrale (M) du premier et du second bras de levier (L1, L2) peut être réglé de quatre à six, de préférence de cinq.
  7. Serrure (1) selon l'une des revendications 1 à 6, caractérisée en ce que le tourillon de guidage (13) est disposé dans une came de commande (14) de l'élément à inertie de masse (5) entre l'axe (18) du levier de commande (4) et l'axe (15) de l'élément à inertie de masse (5).
EP20718550.5A 2019-04-11 2020-03-31 Serrure de véhicule automobile Active EP3953549B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP23220244.0A EP4325008A3 (fr) 2019-04-11 2020-03-31 Serrure pour véhicule automobile

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019109581.6A DE102019109581A1 (de) 2019-04-11 2019-04-11 Schloss für ein kraftfahrzeug
PCT/DE2020/100264 WO2020207532A1 (fr) 2019-04-11 2020-03-31 Serrure de véhicule automobile

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP23220244.0A Division EP4325008A3 (fr) 2019-04-11 2020-03-31 Serrure pour véhicule automobile
EP23220244.0A Division-Into EP4325008A3 (fr) 2019-04-11 2020-03-31 Serrure pour véhicule automobile

Publications (2)

Publication Number Publication Date
EP3953549A1 EP3953549A1 (fr) 2022-02-16
EP3953549B1 true EP3953549B1 (fr) 2024-02-21

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EP23220244.0A Pending EP4325008A3 (fr) 2019-04-11 2020-03-31 Serrure pour véhicule automobile
EP20718550.5A Active EP3953549B1 (fr) 2019-04-11 2020-03-31 Serrure de véhicule automobile

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Application Number Title Priority Date Filing Date
EP23220244.0A Pending EP4325008A3 (fr) 2019-04-11 2020-03-31 Serrure pour véhicule automobile

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EP (2) EP4325008A3 (fr)
DE (1) DE102019109581A1 (fr)
WO (1) WO2020207532A1 (fr)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202012007312U1 (de) * 2012-07-31 2013-11-04 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschlossanordnung
DE202013104118U1 (de) * 2013-09-10 2014-12-15 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
DE102014001490A1 (de) * 2014-01-28 2015-07-30 Kiekert Aktiengesellschaft Schloss für ein Kraftfahrzeug
DE102014002581A1 (de) * 2014-02-26 2015-08-27 Kiekert Aktiengesellschaft Kraftfahrzeugtürschloss
DE102014004552A1 (de) * 2014-03-31 2015-10-01 Kiekert Aktiengesellschaft Betätigungseinrichtung für ein Kraftfahrzeugschloss
DE102015118860A1 (de) * 2015-11-04 2017-05-04 Kiekert Ag Kraftfahrzeugschloss
DE102017102899A1 (de) * 2017-02-14 2018-08-16 Kiekert Ag Kraftfahrzeugtürschloss

Also Published As

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WO2020207532A1 (fr) 2020-10-15
EP4325008A2 (fr) 2024-02-21
EP4325008A3 (fr) 2024-04-24
EP3953549A1 (fr) 2022-02-16
DE102019109581A1 (de) 2020-10-15

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