Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
  • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
  • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
  • B60G15/067—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper characterised by the mounting on the vehicle body or chassis of the spring and damper unit
  • B60G15/068—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper characterised by the mounting on the vehicle body or chassis of the spring and damper unit specially adapted for MacPherson strut-type suspension
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G3/00—Resilient suspensions for a single wheel
  • B60G3/02—Resilient suspensions for a single wheel with a single pivoted arm
  • B60G3/04—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle
  • B60G3/06—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle the arm being rigid
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G7/00—Pivoted suspension arms; Accessories thereof
  • B60G7/008—Attaching arms to unsprung part of vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K1/00—Arrangement or mounting of electrical propulsion units
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
  • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D7/00—Steering linkage; Stub axles or their mountings
  • B62D7/18—Steering knuckles; King pins
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2200/00—Indexing codes relating to suspension types
  • B60G2200/10—Independent suspensions
  • B60G2200/14—Independent suspensions with lateral arms
  • B60G2200/142—Independent suspensions with lateral arms with a single lateral arm, e.g. MacPherson type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2200/00—Indexing codes relating to suspension types
  • B60G2200/40—Indexing codes relating to the wheels in the suspensions
  • B60G2200/44—Indexing codes relating to the wheels in the suspensions steerable
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
  • B60G2204/10—Mounting of suspension elements
  • B60G2204/12—Mounting of springs or dampers
  • B60G2204/129—Damper mount on wheel suspension or knuckle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
  • B60G2204/10—Mounting of suspension elements
  • B60G2204/14—Mounting of suspension arms
  • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
  • B60G2204/10—Mounting of suspension elements
  • B60G2204/18—Mounting of vehicle engines
  • B60G2204/182—Electric motor on wheel support
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
  • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
  • B60G2204/419—Gears
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2300/00—Indexing codes relating to the type of vehicle
  • B60G2300/50—Electric vehicles; Hybrid vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
  • B60K2007/0061—Disposition of motor in, or adjacent to, traction wheel the motor axle being parallel to the wheel axle

Definitions

• the invention relates to a wheel suspension for a wheel of a vehicle, with a wheel carrier, the wheel carrier having a wheel bearing and a wheel hub being mounted in the wheel bearing so as to be rotatable about a wheel axle of the wheel carrier, and with a steering device for adjusting a wheel steering angle, the wheel carrier being Steering device is rotatable about an axis of rotation aligned transversely to the wheel axis.
• Such a wheel suspension is known from DE 10 2015 203632 A1 or DE 10 2018 002 855 A1. These wheel suspensions are distinguished by the fact that they enable significantly larger steering angles or wheel steering angles compared to conventional wheel suspensions. Due to the larger wheel steering angle, a vehicle equipped with such a wheel suspension has better maneuverability or agility. In particular, a turning circle is considerably smaller than with conventional wheel suspensions.
• the wheel suspensions for realizing high wheel steering angles in non-driven axles of a vehicle are shown in the cited prior art. Due to the kinematics of a wheel suspension with a particularly large wheel steering angle, the connection to a conventional drive axle for driving the wheel bearing or wheel is not readily possible. However, there is a desire to be able to drive a wheel bearing or a wheel even with a wheel suspension with a large wheel steering angle.
• the object on which the invention is based is to further develop a wheel suspension of the type mentioned at the outset in such a way that it is possible to drive the wheel bearing and/or the wheel.
• An arrangement of a drive and/or a connection of the drive is preferably improved.
• an alternative embodiment is to be provided.
• the wheel suspension is designed for arranging a wheel on a vehicle, in particular a motor vehicle.
• the wheel suspension includes the wheel.
• the wheel suspension has a wheel carrier, the wheel carrier having a wheel bearing and a wheel hub being mounted in the wheel bearing such that it can rotate about a wheel axle of the wheel carrier.
• the wheel carrier can be made of metal or a fiber-reinforced plastic.
• the wheel bearing is designed for arranging or for holding the wheel in a rotationally fixed manner.
• the wheel is preferably arranged on the wheel bearing or is connected to the wheel bearing in a rotationally fixed manner.
• the wheel is rotatably mounted about the wheel axle by means of the wheel hub.
• the wheel suspension has a steering device for adjusting a wheel steering angle.
• the wheel carrier can be rotated by means of the steering device about an axis of rotation aligned transversely to the wheel axis.
• the axis of rotation is designed as a vertical axis.
• a drive for driving the wheel hub is arranged on the wheel carrier, with a drive axle of the drive being spaced apart from the wheel axle.
• the drive axle and wheel axle are falling apart, the drive can be arranged on the wheel carrier in order to implement a large wheel steering angle, despite the limited installation space in the wheel suspension.
• the drive is positioned close to the wheel.
• the otherwise usual installation space for a drive can be used for other purposes, for example to provide a larger trunk.
• the drive axle is preferably aligned parallel or transverse to the wheel axle.
• the wheel suspension is designed to realize a maximum wheel steering angle of over 50°.
• the wheel suspension enables a maximum wheel steering angle of up to 70° or up to 80° or more.
• the drive for driving the wheel hub interacts with a transmission wheel which is non-rotatably connected to the wheel hub.
• the drive is connected to the wheel hub and/or to the transmission wheel by means of a reduction gear.
• the drive for driving the wheel hub is designed as an electric drive or as an electric motor.
• An axis of rotation of the transmission wheel preferably coincides with the wheel axis of the wheel bearing or the wheel hub.
• the transmission wheel can be designed as a belt wheel.
• the belt wheel is connected to an output wheel of the drive by means of a belt.
• the belt enables vibration decoupling and/or acoustic decoupling between the drive and the transmission wheel designed as a belt wheel and/or the wheel carrier.
• the driven wheel of the drive has a smaller diameter than the belt wheel of the wheel hub. Due to a suitable selection of the diameter of the output wheel and the belt wheel, a desired transmission ratio can be set or specified.
• the transmission wheel can be designed as a gear, preferably as a spur gear.
• the transfer wheel designed as a gear wheel is connected to an output gear wheel of the drive.
• the output gear of the drive has a smaller diameter than the gear of the wheel hub. Due to a suitable selection of the diameter of the output gear wheel and the gear wheel of the wheel hub, a desired transmission ratio can be set or specified.
• the drive is arranged between a shock absorber connected to the wheel carrier and the steering device.
• the drive is arranged between the shock absorber connected to the wheel carrier and at least one suspension arm of the steering device.
• the at least one suspension arm of the steering device is connected in an articulated manner to the wheel carrier.
• the at least one chassis link of the steering device can be designed as a tie rod, a wishbone or as a coupling rod.
• a wheel is rotationally fastened to the wheel hub, with the drive being arranged at least partially or completely within a free wheel interior space of the wheel.
• the wheel preferably has a wheel rim, with the drive being arranged at least partially or completely within the wheel rim and/or a free wheel interior space of the wheel rim.
• a decoupling device is arranged between the drive and the wheel carrier.
• the decoupling device is used to dampen and/or reduce the transmission of vibrations from the drive to the wheel carrier.
• the decoupling device is designed as a vibration decoupling and/or acoustic decoupling between the drive and the wheel carrier. A transmission of vibrations into the vehicle and/or into a chassis of the vehicle can thus be damped and/or reduced.
• the decoupling device preferably has an elastomer bearing, at least one elastomer bearing or a plurality of elastomer bearings.
• the wheel carrier preferably has at least one connection point for fastening the drive.
• a fastening section of the drive is fastened to the connection point.
• the connection point and/or the fastening section has the elastomer bearing.
• the drive can have a drive housing, the drive housing having or forming the fastening section.
• the wheel carrier has a number of connection points.
• the wheel carrier can have at least two connection points.
• At least one fastening section of the drive can be fastened to the respective connection point.
• a single attachment section of the drive can be attached to a single connection point of the wheel carrier.
• two attachment sections of the drive can be attached to a single connection point of the wheel carrier.
• the at least one connection point can have a bearing eye or a bearing eye on the connection point side.
• the connection point is designed as a bearing eye or as a bearing eye on the connection point side.
• the elastomer bearing is preferably designed as a rubber sleeve bearing.
• a rubber material of the rubber sleeve bearing between a Arranged inner wall of a bearing eye and an outer wall of an inner sleeve of the rubber bearing Such a rubber sleeve bearing thus enables the drive to be decoupled from the wheel carrier in a cost-effective manner.
• the bearing eye can be designed as a component of the fastening section of the drive or can be formed by means of the fastening section.
• the fastening section of the drive can have the bearing eye or a bearing eye on the drive side.
• the steering device has a tie rod, a wishbone, a first coupling rod and a second coupling rod.
• the first coupling rod and the second coupling rod are connected to one another in an articulated manner.
• the second coupling rod and the wheel carrier are connected to one another in an articulated manner.
• the tie rod is connected in an articulated manner to the first coupling rod.
• the first coupling rod is also connected in an articulated manner to the wishbone.
• the first coupling rod is only rotatably connected to the wishbone, so that the first coupling rod can only realize one rotational degree of freedom.
• the steering torque can be transmitted from the first coupling rod to the wheel carrier via the second coupling rod.
• the wishbone is connected in an articulated manner to the wheel carrier, with the wishbone also being or being able to be connected in an articulated manner to a vehicle body or to a vehicle frame.
• the wishbone can be designed as a triangular wishbone. Due to the resulting kinematics, wheel steering angles of over 50° are possible.
• a shock absorber is non-rotatably connected to the wheel carrier.
• the arrangement of the shock absorber on the wheel carrier implements a MacPherson spring strut arrangement.
• the drive is located adjacent to the shock absorber and above the wishbone.
• the shock absorber is preferably arranged or fastened to the wheel carrier below a first connection point and above at least one further connection point of the wheel carrier for fastening the drive.
• the terms "above” and “below” refer to a suspension mounted on a vehicle.
• FIG. 1 shows a section of a perspective first side view of a wheel suspension according to the invention
• FIG. 2 shows a detail of a perspective second side view of the wheel suspension according to the invention according to FIG. 1 ,
• FIGS. 1 and 2 show a detail of a perspective and sectioned third side view of the wheel suspension according to the invention according to FIGS. 1 and 2,
• FIGS. 1 to 3 shows a section of a perspective fourth side view of the wheel suspension according to the invention according to FIGS. 1 to 3, and
• FIG. 1 shows a detail of a perspective first side view of a wheel suspension 1 according to the invention.
• the wheel suspension 1 has a wheel carrier 2 .
• the wheel suspension 1 is designed for a vehicle not shown here.
• a wheel 3 is rotatably mounted on the wheel carrier 2 .
• the wheel 3 has a rim 4.
• the wheel carrier 2 is arranged essentially inside a wheel interior 5 of the wheel 3 or the rim 4.
• the wheel suspension 1 also has a steering device 6 for adjusting a wheel steering angle.
• the wheel carrier 2 is rotatably mounted by means of the steering device 6 about an axis of rotation 7 shown only schematically here.
• the steering device 6 has a tie rod 8 .
• the tie rod 8 is connected to a steering drive 9, not shown here.
• the steering device 6 has a wishbone 10 .
• the control arm 10 is in this embodiment essentially as a Triangle wishbone formed. According to the exemplary embodiment shown here, the wishbone 10 is arranged below the tie rod 8 .
• the steering device 6 has a first coupling rod 11 and a second coupling rod 12 . A first end of the first coupling rod 11 is connected in an articulated manner to a first end of the second coupling rod 12 by means of a first joint 13 .
• a second end of the second coupling rod 12 facing away from the first end of the second coupling rod 12 is connected in an articulated manner to the wheel carrier 2 by means of a second joint 14 .
• the tie rod 8 is connected in an articulated manner to the first coupling rod 11 in order to introduce a steering torque.
• an end of the tie rod 8 facing away from the steering drive 9 is connected by means of a third joint 15 approximately centrally between two ends of the first coupling rod 11 .
• a second end of the first coupling rod 11 facing away from the second coupling rod 12 is connected in an articulated manner to the transverse link 10 by means of a fourth joint 16 .
• the first coupling rod 11 is supported exclusively in a rotationally movable manner by means of the fourth joint 16, so that the first coupling rod 16 has only one rotational degree of freedom.
• the wheel suspension 1 has a shock absorber 17 .
• the shock absorber 17 is connected to the wheel carrier 2 in a torque-proof manner.
• the wheel carrier 2 has a suitably designed connection point 18 .
• the wheel suspension 1 implements what is known as a MacPherson strut suspension by means of the shock absorber 17 .
• the wheel suspension 1 has a drive 19 .
• the wheel 3 can be driven by means of the drive 19 .
• the drive 19 is designed as an electric drive or as an electric motor.
• the drive 19 is arranged or attached to the wheel carrier 2 .
• the drive 19 is arranged at least partially or completely inside the wheel interior 5 of the wheel 3 or the rim 4 .
• FIG. 2 shows a section of a perspective second side view of the wheel suspension 1 according to the invention according to FIG. Furthermore, the wheel 3 with the rim 4 has been omitted for the sake of better clarity. The same characteristics bear the same reference numerals as before. In this respect, to avoid repetition, reference is also made to the preceding description.
• the wishbone 10 is connected in an articulated manner to the wheel carrier 2 with a fifth joint 21 .
• the wheel carrier 2 has a wheel bearing 22 , a wheel hub 23 being mounted in the wheel bearing 22 and rotatable about a wheel axle 24 of the wheel carrier 2 .
• the wheel axle 24 is aligned transversely to the axis of rotation 7 .
• a drive axle 25 is assigned to the drive 19 .
• the drive axle 25 is arranged at a distance from the wheel axle 24 .
• the wheel axle 24 and the drive axle 25 are parallel and spaced apart. Thus, the wheel axle 24 and the drive axle 25 do not coincide.
• the wheel suspension 1 has a transmission wheel 26 .
• the transmission wheel 26 is connected to the wheel hub 23 in a torque-proof manner.
• the drive 19 interacts with the transmission wheel 26 to drive the wheel hub 23 .
• the transmission wheel 26 is designed as a belt wheel.
• the transmission wheel 26 designed as a belt wheel is connected to a driven wheel 28 of the drive 19 by means of a belt 27 .
• the driven wheel 28 has a smaller diameter than the transmission wheel 26, which is designed as a belt wheel.
• the transmission wheel 26 can be designed as a gear wheel or spur gear wheel, with a transmission wheel 26 designed in this way being able to be connected to a driven gear wheel instead of the driven wheel 28 of the drive 19 .
• the transmission wheel 26 embodied as a gear engages directly with the output gear of the drive 19 .
• a belt 27 can thus be dispensed with in this alternative embodiment.
• the transmission wheel 28 is advantageous that due to the belt 27 vibration decoupling between the drive 19 and the wheel carrier 2 or the wheel hub 23 can be implemented.
• the drive 19 is arranged between the shock absorber 17 connected to the wheel carrier 2 and the steering device 6 or the wishbone 10 .
• FIG. 3 shows a detail of a perspective and sectioned third side view of the wheel suspension 1 according to the invention according to FIGS. 1 and 2.
• the same features have the same reference numbers as before. In this respect, to avoid repetition, reference is also made to the preceding description.
• a decoupling device 29 is arranged between the drive 19 and the wheel carrier 2 .
• a vibration decoupling between the drive 19 and the wheel carrier 2 is realized by means of the decoupling device 29 .
• the transmission of vibrations from the drive 19 to the wheel carrier 2 is thus dampened or reduced by means of the decoupling device 29 .
• the decoupling device 29 is designed in several parts.
• the decoupling device 29 has three elastomeric bearings 30, 31 and 32.
• the wheel carrier 2 has two connection points 33, 34 in this exemplary embodiment.
• the connection points 33, 34 are used to fasten the drive 19.
• the drive 19 or a housing 35 of the drive 19 has several fastening sections 36, 37 and 38, namely three in this exemplary embodiment.
• the fastening sections 36, 37, 38 are each designed here as a drive-side bearing eye.
• An elastomer bearing 30, 31 or 32 is arranged in each of the fastening sections 36, 37, 38 designed as a drive-side bearing eye.
• the elastomeric bearings 30, 31, 32 are each designed as a rubber sleeve bearing.
• the elastomer bearing 30 or the fastening section 36 is assigned to the connection point 33 .
• the connection point 34 the two elastomer bearings 31, 32 and the two attachment portions 37, 38 assigned.
• the elastomer bearing 30 has a rubber material 39 which is arranged between an inner wall of the fastening section 36 designed as a drive-side bearing eye and an outer wall of an inner sleeve 40 of the elastomer bearing 30 .
• a through-opening 41 extends both through the elastomer bearing 30 and through the connection point 33.
• a fastening means not shown here, such as a screw, extends through the through-opening 41, as a result of which the drive 19 is reliably held on the wheel carrier 2.
• the screw can interact with a nut that is not shown in detail here.
• the rubber material 39 and the inner sleeve 40 of the elastomer bearing 30 extend beyond an edge remote from the connection point 33 .
• the rubber material 39 and the inner sleeve 40 have a T-shaped cross section.
• FIG. 4 shows a section of a perspective fourth side view of the wheel suspension 1 according to the invention according to FIGS. 1 to 3.
• the same features have the same reference symbols as before. In this respect, to avoid repetition, reference is also made to the preceding description.
• the shock absorber 17 and the wheel 3 and the rim 4 have been omitted.
• the wishbone 10 is connected on the one hand in an articulated manner to the wheel carrier 2 by means of the fifth joint 21 .
• the wishbone 10 is connected in an articulated manner to a vehicle frame 44 by means of a sixth joint 42 and a further joint 43 . Due to the three articulated connections 21, 42, 43, the wishbone 10 results in this exemplary embodiment as a triangular wishbone. Furthermore, it is easy to see here that the connection point 34 of the wheel carrier 2 is arranged between the two fastening sections 37, 38 of the housing 35 of the drive 19 in this exemplary embodiment.
• FIG. 5 shows a section of a further perspective and sectional side view of the wheel suspension 1 according to the invention according to FIGS. 1 to 4.
• the same features have the same reference symbols as before. In this respect, to avoid repetition, reference is also made to the preceding description.
• the wheel 3 and the rim 4 have been omitted for the sake of better clarity.
• the structure of the elastomeric bearings 31, 32 corresponds to the structure of the elastomeric bearing 30 according to FIG
• the fastening means shown in more detail such as a screw with a nut as a counterpart, extends through the through-opening 41 in the assembled state.
• a vibration decoupling between the drive 19 and the wheel carrier 2 is realized.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Vehicle Body Suspensions (AREA)
• Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=85157176

Family Applications (1)

Country Status (7)

Families Citing this family (1)

Family Cites Families (23)

• 2022
  • 2022-02-28 DE DE102022202016.2A patent/DE102022202016B3/de active Active
• 2023
  • 2023-01-31 US US18/841,610 patent/US12576681B2/en active Active
  • 2023-01-31 CN CN202380023137.6A patent/CN118804843A/zh active Pending
  • 2023-01-31 KR KR1020247028341A patent/KR20240156601A/ko active Pending
  • 2023-01-31 EP EP23702786.7A patent/EP4486578A1/de not_active Withdrawn
  • 2023-01-31 JP JP2024549643A patent/JP2025506778A/ja active Pending
  • 2023-01-31 WO PCT/EP2023/052305 patent/WO2023160970A1/de not_active Ceased

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