EP4100601A1 - Agencement de commande destiné à faire fonctionner un système de verrouillage de véhicule automobile - Google Patents

Agencement de commande destiné à faire fonctionner un système de verrouillage de véhicule automobile

Info

Publication number
EP4100601A1
EP4100601A1 EP21703202.8A EP21703202A EP4100601A1 EP 4100601 A1 EP4100601 A1 EP 4100601A1 EP 21703202 A EP21703202 A EP 21703202A EP 4100601 A1 EP4100601 A1 EP 4100601A1
Authority
EP
European Patent Office
Prior art keywords
energy storage
supply voltage
motor vehicle
stage
electric 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.)
Granted
Application number
EP21703202.8A
Other languages
German (de)
English (en)
Other versions
EP4100601C0 (fr
EP4100601B1 (fr
Inventor
Rene Bekendam
Alexander Müller
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.)
Brose Fahrzeugteile SE and Co KG
Original Assignee
Brose Fahrzeugteile SE and Co KG
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 Brose Fahrzeugteile SE and Co KG filed Critical Brose Fahrzeugteile SE and Co KG
Priority to EP24158533.0A priority Critical patent/EP4365394A2/fr
Publication of EP4100601A1 publication Critical patent/EP4100601A1/fr
Application granted granted Critical
Publication of EP4100601C0 publication Critical patent/EP4100601C0/fr
Publication of EP4100601B1 publication Critical patent/EP4100601B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/80—Electrical circuits characterised by the power supply; Emergency power operation
    • E05B81/86—Electrical circuits characterised by the power supply; Emergency power operation using capacitors

Definitions

  • the invention relates to a control arrangement for operating a motor vehicle locking system according to the preamble of claim 1, a motor vehicle locking system with such a control arrangement according to claim 10 and a method for operating a motor vehicle locking system according to the preamble of claim 12.
  • the motor vehicle locking system in question is used for all types of motorized locking functions for locking elements of a motor vehicle. These include, in particular, closure elements such as side doors, rear doors, tailgates, trunk lids, engine hoods or the like. These locking elements can in principle be designed as pivoting or sliding doors.
  • the motorized locking function relates in particular to a motor vehicle lock assigned to the motor vehicle locking system. Further examples of the relevant locking functions of a motor vehicle are drive arrangements which provide a motorized adjustment of the aforementioned locking elements.
  • the known control arrangement (US 2015/0330116 A1), from which the invention is based, relates to the operation of a motor vehicle locking system with a motor vehicle lock which has a lock latch and a pawl as locking elements.
  • the latch can be brought into a closed position in which it is in holding engagement with the locking part and in which it is fixed by the pawl.
  • the motor vehicle lock is also equipped with an electric drive with which the pawl can be lifted out, so that the lock latch, releasing the locking part, can be adjusted into its open position.
  • the known control arrangement has a rechargeable energy storage arrangement, whereby the electrical energy supply of the motor vehicle locking system is ensured via an emergency supply voltage even in emergency operation, especially if the normal supply voltage fails .
  • the energy storage arrangement of the known control arrangement is formed by capacitors. Since individual capacitors are limited in terms of the voltage they provide, several capacitors are electrically connected in series for emergency power supply.
  • a step-up step is provided for the energy storage arrangement in order to achieve the required emergency supply voltage.
  • the problem here is that the capacitors connected in series have a disadvantageous effect both on the requirements for the installation space and on the production costs of the control arrangement.
  • the capacitors connected in series also generally require a compensation circuit to ensure uniform charging of the capacitors, which also leads to a more complex structure of the control arrangement.
  • the invention is based on the problem of designing and developing the known control arrangement for the operation of a motor vehicle locking system in such a way that an emergency supply voltage is provided in a particularly simple manner.
  • the above problem is solved in a control arrangement according to the preamble of claim 1 by the features of the characterizing part of claim 1.
  • the proposed control arrangement is intended for the operation of a motor vehicle locking system, the motor vehicle locking system having an electric drive with an electric drive motor, the electric drive being fed by a normal supply voltage in normal operation in order to provide a motorized locking function for an adjustable locking element of the motor vehicle .
  • the term “drive motor” in the present case includes all types of electrical actuators, in particular rotary and linear actuators.
  • the drive motor is preferably a rotary electric motor, which is also preferably designed as a brushed direct current motor or as a brushless direct current motor.
  • the control arrangement has an energy storage arrangement with at least one, preferably exactly one, energy storage device designed as a capacitor, the energy storage arrangement providing an electrical emergency supply voltage for the electric drive in emergency operation, in particular if the normal supply voltage fails.
  • the energy storage arrangement has at least one boost stage, which is connected downstream of the energy store for generating the emergency supply voltage, the boost stage boosting an electrical input voltage at an input of the boost stage into an electrical output voltage at an output of the boost stage.
  • the proposed solution now represents a departure from the concept known from the prior art of necessarily equipping the energy storage arrangement with a plurality of capacitors connected in series.
  • the proposed solution is based on the idea of developing the boost stage of the control arrangement instead of adapting the energy store.
  • the energy storage arrangement for generating the emergency supply voltage has a first step-up step downstream of the energy storage device for generating the emergency supply voltage and a second step-up step following the first step-up step.
  • the capacitor voltage of a single capacitor can be sufficient to provide the emergency supply voltage.
  • the efficiency when stepping up the voltage can be increased via the provided switching of at least two step-up steps one after the other.
  • simply structured and inexpensive step-up stages can be used.
  • the first step-up step is identical to the second step-up step, in particular with regard to the step-up factor.
  • all boost stages can be constructed identically.
  • the first step-up step, in particular with regard to the step-up factor can be different from the second step-up step, as a result of which, in particular, the efficiency can be further improved.
  • the capacitor is designed as a double-layer capacitor in order to achieve a high electrical power density.
  • the design-related limitation of the maximum capacitor voltage that occurs with double-layer capacitors is unproblematic with the proposed solution due to the design of the step-up stages.
  • the proposed control arrangement allows the use of an energy storage arrangement with only a single capacitor, in particular a single double-layer capacitor, which is a preferred embodiment according to claim 4.
  • the energy storage arrangement has at least two capacitors, in particular at least two double-layer capacitors, which are connected in parallel to one another.
  • the capacitance available can be increased by connecting the capacitors in parallel, for which purpose the capacitors are permanently connected in parallel to one another in the further embodiment.
  • a plurality of capacitors in particular capacitors connected in parallel, can be used to create redundancy for the energy storage arrangement, and the emergency power supply can continue to be made available in the event of a capacitor failure.
  • a switching device is provided, by means of which it is possible to switch between two capacitors of the energy storage arrangement for generating the emergency supply voltage.
  • Claim 8 relates to a preferred embodiment of the energy storage arrangement with a step-down stage which is connected upstream of the energy storage device for charging the energy storage device with the normal supply voltage.
  • the concept previously proposed for the emergency supply voltage is also used for the step-down stage, the energy storage arrangement having a first step-down stage connected upstream of the energy store for charging the energy store and a second step-down stage connected downstream of the first step-down stage.
  • a motor vehicle locking system which has an electric drive with an electric drive motor and a proposed control arrangement is claimed as such. Reference may be made to all statements on the proposed control arrangement.
  • a motor vehicle lock is also provided for the closure element of the motor vehicle, the electric drive being provided for the motorized lifting of the pawl of the motor vehicle lock.
  • the proposed solution can take into account the special security requirements of motor vehicle locksmiths.
  • a method for the operation of a motor vehicle locking system by means of a proposed control arrangement is claimed as such. In this respect, reference may also be made to all statements on the proposed tax arrangement.
  • FIG. 1 shows a schematic, perspective illustration of a motor vehicle with proposed motor vehicle locking systems
  • the invention relates to a control arrangement 1 for operating a motor vehicle locking system 2.
  • the motor vehicle locking system 2 has an electric drive 3 with an electric drive motor 4, the electric drive 3 being fed by a normal supply voltage in normal operation to provide a motorized locking function for an adjustable locking element 5 of the motor vehicle 6.
  • the normal supply voltage used in normal operation is a supply voltage of the electrical system of the motor vehicle 6, which is preferably provided by the central battery of the motor vehicle 6.
  • the central battery is preferably the battery that provides the electrical energy required to start the motor vehicle 6 and / or to operate the motor vehicle 6 on the ferry.
  • a motorized locking function is understood to mean that the adjustable locking element 5 of the motor vehicle 6 is adjusted, opened or closed, and / or locked or unlocked directly or indirectly by a movement generated by the electric drive 2.
  • closure element 5 With regard to the design of the closure element 5, reference may be made to the introductory remarks, the mode of operation of the motor vehicle locking system 2 for a closure element 5 configured as a tailgate being shown in FIG. 1. However, all statements also apply to all other types of closure elements 5 of the motor vehicle 6.
  • control arrangement 1 preferably has control electronics (not shown) for implementing the control tasks arising in connection with the motorized locking function.
  • the control arrangement 1 is set up to control the electric drive 3.
  • the control arrangement 1 has an energy storage arrangement 7 with at least one energy storage device configured as a capacitor 8, the energy storage arrangement 7 having an emergency electrical supply voltage UN for the electric drive in emergency operation, in particular if the normal supply voltage fails 3 provides.
  • the emergency supply voltage UN is provided on the basis of the capacitor voltage UK of the at least one capacitor 8, as will be explained below.
  • the electrical drive 3 is matched to the normal supply voltage and in particular to the voltage of the central battery of the motor vehicle 6 with regard to the required drive voltage.
  • the capacitor voltage UK of the capacitor 8 is lower than the normal supply voltage.
  • the energy storage arrangement 7 has at least one step-up stage 9, 10, which is connected downstream of the energy storage device for generating the emergency supply voltage UN.
  • the boost stage 9, 10 sets an electrical input voltage at an input of the boost stage 9, 10 to an electrical output voltage at an output of the boost stage 9, 10 so that the output voltage is higher than the electrical input voltage.
  • the energy storage arrangement 7 for generating the emergency supply voltage UN has a first boost stage 9 connected downstream of the energy store for generating the emergency supply voltage UN and a second boost stage 10 following the first boost stage 9.
  • the first and second boost stages 9, 10 are preferably connected one after the other in such a way that, in particular, the boost factors of the first and second boost stages 9, 10 multiply with one another.
  • the step-up factor is understood to mean the ratio between the electrical output voltage and the electrical input voltage of a step-up stage 9, 10. Since, according to the proposal, at least two step-up stages 9, 10 are provided for generating the emergency supply voltage on the basis of the capacitor voltage UK, on the one hand a large voltage difference between the capacitor voltage UK and the required emergency supply voltage UN can exceed. get sore. On the other hand, the requirements to be met by the respective design of the boost stages 9, 10 are lower.
  • boost stages 9, 10 can also be switched one after the other, with, for example, a third boost stage also being connected downstream of the second boost stage 10 for generating the emergency supply voltage UN.
  • the boost stages 9, 10 can be configured as electrical components that are configured independently of one another and that are interconnected in the control arrangement 1. This configuration is advantageous in that existing electrical components can be used in the control arrangement 1 and individual boost stages 9, 10 can be retrofitted.
  • the boost stages 9, 10 are jointly integrated in an electrical component, for example in an integrated circuit.
  • the first step-up step 9 is preferably identical to the second step-up step 10, in particular with regard to the step-up factor, which results in a particularly simple construction of the control arrangement 1.
  • the boost stages 9, 10 each consist of electrical components which are identical with regard to their nominal electrical sizes and which are connected to one another in the same way to form the respective boost stage 9, 10.
  • the first step-up step 9 can be different from the second step-up step 10, in particular with regard to the step-up factor.
  • the efficiency of the step-up can be improved by an appropriate choice of a combination of different step-up stages 9, 10.
  • a starting voltage can be provided for the respective step-up stages 9, 10, which is understood to be a minimum electrical voltage that is required for normal operation of the step-up stage 9, 10.
  • the first step-up stage 9 has a lower starting voltage than the second step-up stage 10.
  • the starting voltage of the second step-up stage can be fe 10 must be at least twice as large as the starting voltage of the first boost stage 9.
  • the boost stages 9, 10 can each be constructed in different ways known per se. At least one of the step-up stages 9, 10 is preferably designed as an up-converter (boost converter). The boost stages 9, 10 can also be designed as a charge pump. An embodiment of the step-up stages 9, 10 with a discrete step-up of the voltage on the basis of an alternating voltage is also conceivable, with Delon and / or Villard circuits, for example, being able to be provided. In the case of a discrete step-up, the respective step-up stage 9, 10 has an arrangement for generating an alternating voltage from the input voltage, for example a chopper.
  • boost stages 9, 10 can be switched one after the other, for example one boost stage 9, 10 is a boost converter and another boost stage 9, 10 is a charge pump or leads a discreet increase.
  • the capacitor 8 is designed as a double-layer capacitor.
  • a double-layer capacitor is an electrochemical energy store. Energy is stored in an electrochemical double layer, which is also known as the “Helmholtz layer” (“Lexicon - current technical terms from IT and telecommunications”, 9th edition, 2007, VDF Hochschulverlag AG, page 86).
  • Helmholtz layer “Lexicon - current technical terms from IT and telecommunications”, 9th edition, 2007, VDF Hochschulverlag AG, page 86).
  • Such a double-layer capacitor is also referred to as a “supercapacitor”, “supercap”, “ultracap” or the like.
  • a double-layer capacitor can provide a high power density for the motor vehicle locking system 2.
  • the maximum voltage provided by the capacitor for the capacitor voltage UK is in particular a maximum of 3 V, in particular a maximum of 2.7 V.
  • the emergency supply voltage UN can in particular be an order of magnitude above the maximum voltage for the capacitor voltage UK.
  • the emergency supply voltage is at least 10 V.
  • the entire Boost factor of the successively connected boost stages 9, 10 is preferably at least 2, preferably at least 5.
  • the energy storage arrangement 7 has a single capacitor 8, in particular a single double-layer capacitor.
  • the proposed solution can ensure the provision of the emergency supply voltage UN via the step-up stages 9, 10 even with the correspondingly low capacitor voltage UK.
  • the energy storage arrangement 7 has at least two capacitors 8, in particular at least two double-layer capacitors, which are connected in parallel to one another. As a result, increased capacitance can be provided in comparison with a capacitor 8.
  • the capacitors 8 are permanently connected in parallel with one another, so that the full capacitance is always made available in emergency operation.
  • a switching device 11 is particularly preferably provided through which it is possible to switch between two capacitors 8 of the energy storage arrangement 7 for generating the emergency supply voltage UN.
  • the switching device 11 can, in particular, switch the capacitors 8 on the basis of the state of charge of the capacitors 8 and, for example, switch the capacitor 8 with the higher state of charge to generate the emergency supply voltage UN. It is also conceivable that a second capacitor 8 is switched to generate the emergency supply voltage UN when the state of charge of a first capacitor 8 falls below a minimum value.
  • the control arrangement 1 is set up to charge the energy store.
  • the energy storage arrangement 7 preferably has at least one step-down stage 12, 13, which is connected upstream of the energy storage for charging the energy storage by the normal supply voltage, which is shown in Fig. 2b) as a charging Voltage is UL marked.
  • the step-down stage 12, 13 steps down an electrical input voltage at an input of the step-down stage 12, 13 into an electrical output voltage at an output of the step-down stage 12, 13.
  • the energy storage arrangement 7 has a first step-down stage 12 connected upstream of the energy store for charging the energy store and a second step-down stage 13 connected downstream of the first step-down stage 12.
  • the step-down stages 12, 13 can, for example, be designed identically or differently. Reference may be made to the above statements on the step-up stages 9, 10, which also apply accordingly to the step-down stages 12, 13.
  • a motor vehicle lock 14 is provided for the closure element 5 of the motor vehicle 6, the motor vehicle lock 14 being shown in FIG. 1 in a partially dismantled side view.
  • the motor vehicle lock 14 is equipped with a lock latch 15 pivotable about a lock latch axis 15a for holding engagement with a locking part 16 and a pawl 17 assigned to the lock latch 15 and pivotable about a ratchet axis 17a.
  • the locking part 16 can be a striker, a locking bolt or the like.
  • the motor vehicle lock 14 is arranged on a closure element 5, while the closing part 16 is arranged on the motor vehicle 6 in a manner fixed to the body.
  • the pawl 17 can be brought into a sunken position shown in FIG. 1, in which it holds the lock latch 15 in the closed position shown by means of a pawl mandrel 18. Furthermore, the pawl 17 can be lifted out by a motor by means of the electric drive 3.
  • the drive motor 4 is preferably connected to the pawl 17 by a drive cable 19. That Motorized lifting of the pawl 17 in FIG. 1 is a pivoting of the pawl 17 in a clockwise direction about the pawl axis 17a.
  • the pawl 17 can also be part of a pawl system that consists of two or more sequentially arranged pawls and is assigned to the latch 15.
  • the motorized lifting of the pawl 17 is triggered, for example, by actuating a door handle 20.
  • the door handle 20 is equipped with a sensor or the like which detects an actuation of the door handle 20 and forwards the detection via a control connection to the control arrangement 1, which actuates the electric drive 3.
  • the motor vehicle locking system 2 can also have a drive arrangement for motorized adjustment of the aforementioned closure element 5 of the motor vehicle, the drive arrangement serving for motorized adjustment, in particular opening and / or closing, of the closure element 5 .
  • Further examples of locking functions are a motorized adjustment of operating elements such as operating levers, door handles and interior elements and exterior elements of the motor vehicle such as fan elements, interior mirrors, side mirrors, lighting or the like.
  • a method for operating a motor vehicle locking system 2 by means of a proposed control arrangement 1 is claimed as such. Reference may be made to all statements relating to the proposed control arrangement 1 and the proposed motor vehicle locking system 2.
  • the energy storage arrangement 7 has a first step-up step 9 and a second step-up step 10 and that the emergency supply voltage UN is provided by the first step-up stage 9 connected downstream of the energy store for generating the emergency supply voltage UN and the step-up step 9 connected downstream of the first step-up step 9, second boost stage 10 is generated.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Lock And Its Accessories (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un agencement de commande (1) destiné à faire fonctionner un système de verrouillage de véhicule automobile (2). Le système de verrouillage de véhicule automobile (2) comporte un entraînement électrique (3) qui est doté d'un moteur d'entraînement électrique (4), et qui, pendant le fonctionnement normal, est alimenté avec une tension d'alimentation normale afin de fournir une fonction de verrouillage motorisée pour un élément de fermeture réglable (5) du véhicule automobile (6). L'agencement de commande comporte un dispositif de stockage d'énergie (7) qui est doté d'au moins une unité de stockage d'énergie sous la forme d'un condensateur (8) ; qui fournit, en mode d'urgence, une tension d'alimentation électrique d'urgence (UN) pour l'entraînement électrique (3) ; et qui présente au moins un étage d'amplification (9, 10) connecté en aval de l'unité de stockage d'énergie pour générer la tension d'alimentation d'urgence (UN). L'étage d'amplification (9, 10) amplifie une tension d'entrée électrique au niveau d'une entrée de l'étage d'amplification (9, 10) à une tension de sortie électrique au niveau d'une sortie de l'étage d'amplification (9, 10). Afin de générer la tension d'alimentation d'urgence (UN), le dispositif de stockage d'énergie (7) de la présente invention comporte un premier étage d'amplification (9) connecté en aval de l'unité de stockage d'énergie afin de générer la tension d'alimentation d'urgence (UN) et un second étage d'amplification (10) connecté en aval du premier étage d'amplification (9).
EP21703202.8A 2020-02-04 2021-02-02 Agencement de commande destiné à faire fonctionner un système de verrouillage de véhicule automobile Active EP4100601B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP24158533.0A EP4365394A2 (fr) 2020-02-04 2021-02-02 Agencement de commande destiné à faire fonctionner un système de verrouillage de véhicule automobile

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020102775.3A DE102020102775A1 (de) 2020-02-04 2020-02-04 Steueranordnung für den Betrieb eines Kraftfahrzeugschließsystems
PCT/EP2021/052348 WO2021156218A1 (fr) 2020-02-04 2021-02-02 Agencement de commande destiné à faire fonctionner un système de verrouillage de véhicule automobile

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP24158533.0A Division EP4365394A2 (fr) 2020-02-04 2021-02-02 Agencement de commande destiné à faire fonctionner un système de verrouillage de véhicule automobile
EP24158533.0A Division-Into EP4365394A2 (fr) 2020-02-04 2021-02-02 Agencement de commande destiné à faire fonctionner un système de verrouillage de véhicule automobile

Publications (3)

Publication Number Publication Date
EP4100601A1 true EP4100601A1 (fr) 2022-12-14
EP4100601C0 EP4100601C0 (fr) 2024-04-10
EP4100601B1 EP4100601B1 (fr) 2024-04-10

Family

ID=74550635

Family Applications (2)

Application Number Title Priority Date Filing Date
EP24158533.0A Pending EP4365394A2 (fr) 2020-02-04 2021-02-02 Agencement de commande destiné à faire fonctionner un système de verrouillage de véhicule automobile
EP21703202.8A Active EP4100601B1 (fr) 2020-02-04 2021-02-02 Agencement de commande destiné à faire fonctionner un système de verrouillage de véhicule automobile

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP24158533.0A Pending EP4365394A2 (fr) 2020-02-04 2021-02-02 Agencement de commande destiné à faire fonctionner un système de verrouillage de véhicule automobile

Country Status (5)

Country Link
US (1) US20230126606A1 (fr)
EP (2) EP4365394A2 (fr)
CN (1) CN115298408A (fr)
DE (1) DE102020102775A1 (fr)
WO (1) WO2021156218A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021132203A1 (de) 2021-12-07 2023-06-07 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Steueranordnung für den Betrieb eines Kraftfahrzeugschließsystems
DE102022110206A1 (de) 2022-04-27 2023-11-02 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Steueranordnung für den Betrieb eines Kraftfahrzeugschließsystems

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3006654B1 (fr) * 2012-02-22 2017-03-29 Panasonic Intellectual Property Management Co., Ltd. Dispositif d'alimentation de secours et véhicule automobile équipé d'un tel dispositif
CN104956565B (zh) 2012-12-24 2019-05-07 麦格纳覆盖件有限公司 用于汽车系统的备用能量源及相关控制方法
DE102014105873A1 (de) * 2014-04-25 2015-10-29 Brose Fahrzeugteile Gmbh & Co. Kg, Hallstadt Kraftfahrzeugschloss
KR20160012505A (ko) * 2014-07-24 2016-02-03 삼성전기주식회사 양방향 dc-dc 컨버터의 전력 변환 모드 제어 장치, 방법 및 이를 포함하는 양방향 dc-dc 컨버팅 장치
DE102015212331A1 (de) 2015-07-01 2017-01-05 Dialog Semiconductor (Uk) Limited Hochleistungsschaltaufwärtswandler mit reduzierter Induktorstromwelligkeit

Also Published As

Publication number Publication date
DE102020102775A1 (de) 2021-08-05
WO2021156218A1 (fr) 2021-08-12
EP4100601C0 (fr) 2024-04-10
CN115298408A (zh) 2022-11-04
EP4365394A2 (fr) 2024-05-08
EP4100601B1 (fr) 2024-04-10
US20230126606A1 (en) 2023-04-27

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