EP3990347A1 - Aircraft - Google Patents
AircraftInfo
- Publication number
- EP3990347A1 EP3990347A1 EP20736947.1A EP20736947A EP3990347A1 EP 3990347 A1 EP3990347 A1 EP 3990347A1 EP 20736947 A EP20736947 A EP 20736947A EP 3990347 A1 EP3990347 A1 EP 3990347A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- wing
- rotors
- aircraft according
- fans
- aircraft
- 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- Withdrawn
Links
- 239000000446 fuel Substances 0.000 claims description 8
- 238000004146 energy storage Methods 0.000 claims description 6
- 238000002485 combustion reaction Methods 0.000 claims description 4
- 239000003570 air Substances 0.000 description 48
- 230000000694 effects Effects 0.000 description 9
- 230000008901 benefit Effects 0.000 description 4
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 3
- 238000010276 construction Methods 0.000 description 3
- 238000001816 cooling Methods 0.000 description 3
- 229910052760 oxygen Inorganic materials 0.000 description 3
- 239000001301 oxygen Substances 0.000 description 3
- GQPLMRYTRLFLPF-UHFFFAOYSA-N Nitrous Oxide Chemical compound [O-][N+]#N GQPLMRYTRLFLPF-UHFFFAOYSA-N 0.000 description 2
- 239000000654 additive Substances 0.000 description 2
- 230000000996 additive effect Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000006641 stabilisation Effects 0.000 description 2
- 238000011105 stabilization Methods 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 239000012080 ambient air Substances 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 230000024703 flight behavior Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000001272 nitrous oxide Substances 0.000 description 1
- 238000013021 overheating Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
- B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
- B64C29/0016—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers
- B64C29/0025—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers the propellers being fixed relative to the fuselage
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
- B64C11/001—Shrouded propellers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C21/00—Influencing air flow over aircraft surfaces by affecting boundary layer flow
- B64C21/02—Influencing air flow over aircraft surfaces by affecting boundary layer flow by use of slot, ducts, porous areas or the like
- B64C21/025—Influencing air flow over aircraft surfaces by affecting boundary layer flow by use of slot, ducts, porous areas or the like for simultaneous blowing and sucking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plant in aircraft; Aircraft characterised thereby
- B64D27/02—Aircraft characterised by the type or position of power plant
- B64D27/24—Aircraft characterised by the type or position of power plant using steam, electricity, or spring force
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/10—Shape of wings
- B64C3/14—Aerofoil profile
- B64C2003/143—Aerofoil profile comprising interior channels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C2230/00—Boundary layer controls
- B64C2230/04—Boundary layer controls by actively generating fluid flow
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C2230/00—Boundary layer controls
- B64C2230/20—Boundary layer controls by passively inducing fluid flow, e.g. by means of a pressure difference between both ends of a slot or duct
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/10—Drag reduction
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
Definitions
- the invention relates to an aircraft, or a Vtol, which has rotors / fans in the wings to generate lift and is equipped with a horizontal drive for effective flight operations.
- Vtol vertical take-off properties
- the invention is based on the object of creating an aircraft which is suitable for transporting people and goods and which enables a high range and load capacity with great flight safety.
- the aircraft has a wing with two wing halves on both sides of its longitudinal axis which receives at least two rotors / fans for generating vertical lift.
- At least one energy source for example a flywheel, is provided, which preferably supplies the drive motor (s) for the rotors / fans with energy in combination with other energy storage devices and / or energy suppliers such as fuel cells, power or supercaps, or possibly also internal combustion engines .
- Providing two rotors / fans on the wing ensures a high level of safety, since the failure of one rotor does not necessarily lead to a crash.
- Rotors / fans of a wing are provided in opposite directions so that the torques that arise compensate each other.
- a conventional horizontally acting drive is also provided. This can be a conventional, possibly jacketed, propeller drive. In principle, however, all types of drives can be used. This drive is expediently designed twice in order to further increase flight safety and to achieve higher speeds with high efficiency and range.
- Two rotors can be stacked one on top of the other.
- only rotors or rotors are basically spoken of, although these can also be designed as fans.
- Air inlet and outlet openings must of course be provided on the wing in order to generate the desired lift.
- the wing can be completely cut out in the area of the rotor, so that the rotor is only encased by the wing, so to speak. However, it can be useful to provide smaller recesses. If the aircraft is to be designed for high flight speeds, it is useful to close these openings completely or partially during normal flight in order to reduce the air resistance and increase the effectiveness of the wing. This can be done via flap systems such as those used in conventional aircraft to vary the wing area and geometry. However, blind systems can also be used that allow the air to flow through when open and close the openings by pivoting the blinds.
- an air control system can be integrated in the wing, which guides air to the rotor during normal flight.
- at least one air inlet opening must be provided, which in principle can be arranged in any area of the aircraft. This can also be on the fuselage.
- the at least one opening can also be on the wing in the
- the wing nose can be provided on the upper or lower side, the position of the inlet opening or the inlet openings being arranged on a region of the fuselage or wing where the smallest fluidic disadvantages are to be expected.
- the opening or a plurality of openings can be completely or partially closable in order to improve the aerodynamics if no air inlet is required.
- the opening can also be covered by a grille, on the one hand to at least largely prevent foreign bodies from being sucked in, and on the other hand to also improve the aerodynamics.
- the inlet opening can have a surface which is at least largely oriented at right angles to the direction of flight.
- the air is guided through one or more channels to the rotors in order to set them into rotation.
- the cross-section of the channel can change in this case, for example to produce nozzle effects through a narrowing.
- the cross section of the flow channel can therefore vary in order to achieve the nozzle effect mentioned, the channel narrowing from the inlet opening, similar to a Venturi nozzle, in order to then widen again towards the outlet opening.
- the efficiency is supported by a BWB (Blended Wing Body) construction.
- Aircraft components may require cooling.
- Conventional heat exchangers can be used for this, which for example use the air flowing past the aircraft for heat exchange.
- the at least one opening described and / or the air guidance system in the wing or aircraft can also be used to provide cooling air.
- heat exchangers through which the air flows can be provided in the air flow system in order to use the air flowing through the air flow system to cool the components mentioned.
- the at least one opening or the air guidance system can also be used to provide components such as an internal combustion engine or a fuel cell with the oxygen or air required for operation.
- the wing or wings can be designed in one piece or in several pieces. It goes without saying that valve systems as they are known can be used. It flaps can be provided for control purposes, or landing flaps.
- the wing can also be provided in several parts with pivotable flap-like segments in order, for example, to increase the curvature and, similar to a landing flap, to increase the lift in slow flight. Such a design is of particular interest when the aircraft is conventionally landed on a runway. If multi-part wing constructions are used, for example by providing pivotable flaps at the end of the actual wing, which can be fixed or, as implemented in conventional wings, can be extended, the required air outlet openings in the area between the actual wing and the flap or Be provided wing extension.
- the outlet opening can be divided into several openings and ensure an air outlet to the upper and / or lower side of the wing. In principle, it is preferred that the entire air outlet takes place on the underside of the wing, the outlet opening or openings thus being located on the underside of the wing, if necessary between the actual wing and the said flap.
- a channel system can also extend through said flap or wing extension and the outlet opening can be provided exactly on the rear edge of the flap or wing extension.
- Energy can be recuperated by turning the non-powered rotors during normal flight.
- a generator or drive motor can be provided for this, or the drive motor of the rotor can act as a generator.
- an autorotation effect is generated which supports the lift in level flight, which leads to more efficiency and a reduction in consumption.
- closing the upper opening on the wing has a great aerodynamic effect.
- a locking system can therefore be designed so that at least parts of the openings remain free or, in turn, a plurality of openings is provided, for example in the form of bores distributed over the surface, through which air can be sucked in and expelled.
- the size and arrangement of the openings are arranged above the passages provided for the rotor so that the aerodynamics on the wing are disturbed as little as possible and, if necessary, even improved, since the negative pressure on the upper side of the wing and the positive pressure on the lower side of the wing are increased.
- Energy recuperation can also be provided on the horizontally acting drive and, for example, when descending or slowing down the flight speed, i.e. whenever no additional propulsion is required, energy can be recuperated if a corresponding drive, for example a jacketed propeller drive, is provided.
- a corresponding drive for example a jacketed propeller drive
- helicopters The problem with helicopters is that the blade of the rotor rotating against the direction of flight generates high air resistance. In order to avoid such effects in the rotors used, they can, since they are embedded in the wing, be partially shaded by means of suitable air guide surfaces in order to reduce corresponding resistances, at least for the rotor blades rotating against the direction of flight, i.e. those rotating against the direction of flight, so to speak Rotor blades of the rotor. Because of the embedded rotor and the mentioned shielding of the rotor blades, the air resistance can be reduced, that is, the efficiency can be increased, which leads to a lower consumption, or a higher airspeed can be achieved with a comparable energy expenditure.
- each rotor is advantageously driven by an electric motor, which draws its energy from any energy store and / or from a generator. It is essential that at least some of the energy required is supplied by one or more flywheels.
- a flywheel is advantageously assigned to each rotor.
- This can be (mechanically) connected to the rotor or provide its energy electrically by means of a generator.
- a purely electrical connection between the flywheels and their generators and the drive motors has the great advantage that the flywheels with the associated generators can be arranged anywhere in the aircraft.
- the most favorable place for the flywheels with generators can thus be selected independently of the arrangement of the drive motors for the rotors.
- the flywheels with their generators can be arranged as far outside as possible in the wing in order to achieve the strongest possible stabilization effect in flight, which will be explained below.
- a central arrangement can also be advantageous in order to build the wings as lightly as possible and to arrange the heavy components of the aircraft as centrally as possible.
- Modern flywheels store high energy / power with compact dimensions and comparatively low weight.
- the flywheels can be brought to the desired speed on the ground before the aircraft is lifted off, and then, for example, can be used to lift the aircraft if necessary until the target altitude is reached.
- a relatively large amount of energy / power is required in particular during take-off and climb, which can be easily made available in this way.
- the rotation of the flywheels also stabilizes the aircraft.
- the system is advantageously designed in such a way that the flywheel (s) rotate during the entire duration of the flight at a speed that does not fall below a minimum speed.
- the mentioned stabilization is achieved during the entire flight, and on the other hand, an additional emergency energy storage device is created which provides enough energy for an emergency landing if other energy storage devices fail.
- an energy store which has a minimum energy over the entire duration of the flight, enables Compensate for voltage fluctuations in the electrical system. Voltage fluctuations are to be avoided, especially when working with a high-voltage system, the voltage of which must be significantly reduced for various consumers, especially since various devices, for example fuel cells, react negatively to voltage fluctuations.
- flywheel or flywheels In order to be able to keep the flywheel or flywheels at a minimum speed during the entire flight, it may be necessary to provide a drive which is also able to drive the flywheel or flywheels during the flight.
- the provision of the flywheel or flywheels increases flight safety, since an extremely reliable energy store is made available for performing an emergency landing.
- a flywheel is advantageously assigned to each motor, and the horizontally acting drive can also be provided with one or more flywheels in order to achieve the same advantages in principle.
- the energy for accelerating the aircraft to the desired flight speed can be taken at least to a large extent from a flywheel.
- flywheel (s) it is advantageous to charge the flywheel (s) on the ground, therefore to bring them to their maximum speed, in order to generate energy for starting the aircraft, for example, or for accelerating the aircraft to the desired flight speed or for the climb regardless of the further energy supply to provide the intended flight altitude.
- no device for charging the flywheel (s) it can be useful for the flywheel or flywheels to be charged by the aircraft's own energy supply. Possibly. is a One hundred percent charging to the maximum speed is not required, just adapted to the intended flight route to a lower speed.
- flywheel or flywheels are brought to the desired speed by a motor that is fed by the aircraft's own energy supply.
- the rotors can expediently be provided concurrently with offset rotor blades or in opposite directions.
- a jacketed propeller is advantageous for horizontal propulsion. This reduces the noise emission and achieves a high level of effectiveness.
- the horizontal drive can be designed to be pivotable.
- flywheels By using the explained flywheels, other components, such as batteries or, in the case of hybrid drives, an internal combustion engine or a fuel cell, generally other energy stores or suppliers, can be designed to be weaker and thus smaller and lighter.
- the power peaks required for flying can be achieved at least largely without additional energy storage devices or energy suppliers.
- the energy required for the climb can at least mainly be easily made available by flywheels.
- the aircraft can be brought to a relatively high altitude during the period in which the flywheels emit energy, from which it can then reach the desired range until landing, even when gliding, at least with little additional energy requirement.
- the flywheels can be used to regulate the flight attitude by regulating their speed accordingly.
- the fuselage of the aircraft is expediently designed in such a way that it also generates lift in horizontal flight. Such designs are known under the keyword lifting body.
- the aircraft can be provided with further safety devices. Similar to an ultralight aircraft, a parachute-based rescue system can be provided, which is activated by a rocket if necessary.
- airbags can be provided on the underside of the aircraft, in particular under the fuselage, which are activated in the event of an expected hard landing and reduce the impact. There is also a great advantage when landing in water, as these air cushions (airbags) can serve as a life raft. Activation can also be triggered automatically if the rate of descent is too high when a minimum height is reached.
- the flywheel or flywheels mentioned can also be used by means of one or more generators in order to provide emergency power to supply the essential systems of the aircraft if the remaining electrical system fails.
- the flywheel (s) can be brought to the desired speed relatively easily and quickly ( ⁇ 60 seconds) on the ground. This is an outstanding advantage of flywheels over batteries as energy storage devices. It is known that the charging times for batteries are very long, especially when the battery is to be fully charged. Instead of bringing the flywheel (s) in the aircraft to this target speed, a modular system is also possible in which the flywheels can be easily exchanged via modules. In this case, the flywheel used on the ground is exchanged in a modular fashion for a flywheel that is already charged and rotating at the setpoint speed.
- this drive system can be used until the take-off release to actually keep the charged installed flywheels at the desired target speed until take-off release.
- the aircraft On the ground, the aircraft can be connected to a power supply so that the necessary energy can be readily made available. The range can thus be increased. This means that many start-up processes can be carried out very quickly. If a fuel cell is used as an energy store or energy supplier, it is possible to increase the performance of the fuel cell for a short time by adding an additive.
- Such a short-term increase in output can be advantageous in particular in the start phase and can be carried out for a limited period of time without endangering the function of the fuel cell, for example due to overheating.
- oxygen or nitrous oxide can be supplied.
- the additive whether liquid or gaseous, can be carried in a suitable reservoir. An increased supply of oxygen can also be realized from the ambient air.
- the aircraft can be provided with air guiding systems by means of which air is guided through the device, for example to cool devices, or for the purpose described to cause the rotors to auto-rotate.
- the air that has entered can advantageously be discharged in a way that leads to an increase in lift.
- the air is diverted downwards, preferably in the end area of the wing, so that a downwardly directed air flow results through a corresponding guidance of the air guide channels, which contributes to increasing the lift.
- the Meredith effect can be used and the heat can be dissipated by an air flow that is guided through the aircraft by a suitable air duct system.
- the heat given off causes the air to expand, which accelerates the flow of air.
- This accelerated air flow can be used through suitable outlet openings to increase the lift, as stated, or also to increase the propulsion, in that it is released against the direction of flight.
- FIG. 1 shows the aircraft according to the invention from above; the arrangement of the individual components in the aircraft is not apparent, but has already been adequately described.
- Figure 2 shows a wing half in cross section at the point at which an air duct is provided in the wing.
- the air duct 8 shown in Figure 2 extends not over the entire span of the wing, but only a certain part of it. In this way, the aerodynamic disturbance on the wing nose is kept small; on the other hand, the inflow opening 6 is dimensioned sufficiently large to ensure a sufficiently large air flow through the channel 8.
- the rotor 3 shown schematically is set in autorotation, so that air flows into the rotor shaft from the upper side 9 of the wing via small inflow openings 11 provided in the cover, and on the underside 10 of the wing via comparable outflow openings 12 provided in the cover of the rotor shaft are flowing out. Furthermore, air flows through the rear part of the channel 8 via a cooler 13, which is provided for cooling various components and gives off its heat to the air flowing through the rear area of the channel 8, which heats and expands as a result. This air flows out via an outflow opening 7 arranged on the underside of the wing 10, which is arranged in the rear area of the wing, and improves the aerodynamics, in particular in slow flight behavior, or increases the lift of the entire wing.
- the aircraft On both sides of the longitudinal axis 1, the aircraft is provided with relatively small wings 2, which, however, are sufficient in area to accommodate three vertical rotors 3 on each side.
- Two horizontally acting drives 4 are provided in the rear area of the aircraft.
- the fuselage 5 of the aircraft takes on the payload. These can be passengers or goods.
- three vertical rotors are provided on each wing.
- the two inner rotors 3 are designed to rotate right, the larger outer rotor 3 to rotate left.
- the proportions are designed so that the rotors' torques affecting the aircraft cancel each other out.
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102019117553.4A DE102019117553B4 (en) | 2019-06-28 | 2019-06-28 | Aircraft |
PCT/EP2020/068025 WO2020260581A1 (en) | 2019-06-28 | 2020-06-26 | Aircraft |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3990347A1 true EP3990347A1 (en) | 2022-05-04 |
Family
ID=71515123
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20736947.1A Withdrawn EP3990347A1 (en) | 2019-06-28 | 2020-06-26 | Aircraft |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3990347A1 (en) |
DE (1) | DE102019117553B4 (en) |
WO (1) | WO2020260581A1 (en) |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB191221384A (en) * | 1912-09-19 | 1913-09-18 | John Wills Cloud | Improvements relating to Balancing Mechanism for Aerial and other Vehicles. |
US5244167A (en) * | 1991-08-20 | 1993-09-14 | John Turk | Lift augmentation system for aircraft |
US8002216B2 (en) * | 2007-06-15 | 2011-08-23 | Darwin Kent Decker | Solar powered wing vehicle using flywheels for energy storage |
DE102009033821A1 (en) * | 2009-07-18 | 2011-01-20 | Burkhard Wiggerich | Aircraft i.e. flight drone, has support arm structure coupled with hull such that support arm structure is movable relative to hull for condition and/or position regulation of aircraft, where hull is stabilized in perpendicular position |
WO2012035178A1 (en) * | 2010-09-14 | 2012-03-22 | Munoz Saiz Manuel | System and method for lifting, propelling and stabilizing vertical-takeoff-and-landing aircraft |
DE202015003815U1 (en) * | 2015-05-27 | 2015-07-22 | Maximilian Salbaum | Vertical launching and landing aircraft with electric ducted propellers |
US10246184B2 (en) * | 2015-12-02 | 2019-04-02 | Jon M. Ragland | Aircraft with internally housed propellor units |
GB2555439A (en) * | 2016-10-27 | 2018-05-02 | Mono Aerospace Ip Ltd | Vertical take-off and landing aircraft and control method |
US10479496B2 (en) * | 2016-10-31 | 2019-11-19 | Lockheed Martin Corporation | Magnetic orientation detent with motor assist |
-
2019
- 2019-06-28 DE DE102019117553.4A patent/DE102019117553B4/en active Active
-
2020
- 2020-06-26 WO PCT/EP2020/068025 patent/WO2020260581A1/en unknown
- 2020-06-26 EP EP20736947.1A patent/EP3990347A1/en not_active Withdrawn
Also Published As
Publication number | Publication date |
---|---|
DE102019117553A1 (en) | 2020-12-31 |
WO2020260581A1 (en) | 2020-12-30 |
DE102019117553B4 (en) | 2021-11-18 |
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