WO2012019586A1 - Verfahren zum betreiben eines automatisierten doppelkupplungsgetriebes - Google Patents
Verfahren zum betreiben eines automatisierten doppelkupplungsgetriebes Download PDFInfo
- Publication number
- WO2012019586A1 WO2012019586A1 PCT/DE2011/001512 DE2011001512W WO2012019586A1 WO 2012019586 A1 WO2012019586 A1 WO 2012019586A1 DE 2011001512 W DE2011001512 W DE 2011001512W WO 2012019586 A1 WO2012019586 A1 WO 2012019586A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- gear
- speed
- engaged
- odd
- slip speed
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
- F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
- F16H2057/0012—Vibration-damping or noise reducing means specially adapted for gearings for reducing drive line oscillations
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19233—Plurality of counter shafts
Definitions
- the invention relates to a method for operating an automated dual-clutch transmission with two partial transmissions, which are associated with shafts that transmit as active / inactive waves with closed / open part clutch and engaged / geared gear / torque, its size and direction of each gear engaged depends even with gears even a straight wave and odd gears are associated with an odd wave.
- the object of the invention is to avoid unwanted juddering vibrations in the operation of an automated dual-clutch transmission.
- the object is in a method for operating an automated dual-clutch transmission with two partial transmissions, which are associated with shafts that transmit as active / inactive waves with closed / open part clutch and engaged / geared gear / torque, its size and direction of the respectively inserted Gear depends, straight gears even a straight shaft and odd gears are associated with an odd wave, solved by the fact that when an engaged odd / even gear, so active odd / even wave, initially engaged on the inactive even / odd wave a gear is to change a critical resonance slip speed.
- the frequency at which unwanted judder occurs depends, among other things, on whether and which gears are engaged.
- the critical resonance slip speed can be determined from the excitation frequency.
- a preferred embodiment of the method is characterized in that below / above the critical resonance slip speed always without a neutral preselection is driven. Without neutral preselection, one gear is engaged on each of the even and odd shafts.
- a further preferred exemplary embodiment of the method is characterized in that the gear on the inactive shaft is designed above or below the critical resonance slip rotational speed. The gear on the active shaft remains engaged.
- a further preferred embodiment of the method is characterized in that at a Los creep in a first gear, so when active odd wave, initially on the straight shaft, a gear is engaged to reduce the critical resonance slip speed.
- the larger moving mass reduces the resonance slip speed.
- a further preferred embodiment of the method is characterized in that in a Los creep in first gear, first on the straight shaft, a second gear or a reverse gear is engaged to reduce a critical resonance slip speed.
- a fourth gear can be engaged.
- a further preferred exemplary embodiment of the method is characterized in that the gear initially engaged on the even / odd shaft is designed before the critical resonance slip rotational speed is reached. This increases the critical resonance slip speed.
- a further preferred exemplary embodiment of the method is characterized in that the gear initially engaged on the even / odd shaft is designed approximately fifty to one hundred revolutions before the critical resonance slip rotational speed is reached. This creates a sufficient safety margin.
- a target speed is changed to avoid critical resonant slip speed ranges.
- the target speed for the creep algorithm refers to a transmission input speed.
- the target speed can also be ne gear output speed or relate to a speed converted vehicle speed
- Another preferred embodiment of the method is characterized in that the critical resonance slip speed is swept in software and used to determine a limit speed.
- the limit speed preferably has a safe distance to the critical resonance slip speed.
- a further preferred embodiment of the method is characterized in that the target speed is raised at least to the value of the limit speed. Basically, a reduction of the target speed is conceivable, for example, when a second limit speed is calculated. The second limit speed is then smaller than the critical resonance slip speed.
- Figure 1 is an overview of critical speed ranges on the basis of a Cartesian
- Figure 2 shows the adaptation of a target speed during creep to avoid
- the frequency at which the clutch plucking occurs depends on, among other things, whether or which gears are engaged in the dual-clutch transmission.
- the odd gears 1, 3, 5 are assigned to a shaft, which is called an odd shaft.
- the even gears 2, 4 and 6 are associated with another wave, which is also referred to as a straight wave.
- the shaft on which torque is being transmitted is also known as the active shaft.
- the shaft without torque transmission is referred to as inactive shaft.
- the picking frequency is about seven hertz.
- the picking frequency is about thirteen Hertz. If both gears are engaged, that is, if there is no neutral preselection in any gear, the pickup frequency is about five hertz. If in this case the first gear is crawled, the odd wave would be the active one. The straight shaft associated with the second gear would be the inactive shaft, even if the second gear is engaged. The insertion of both gears leads to a reduction of the resonance frequency due to the coupled masses.
- a critical differential speed that is, a slip between an engine speed and a transmission input speed
- a resonant slip speed occurs at three hundred revolutions per minute (five hertz), four hundred and twenty revolutions per minute (seven hertz), and seven hundred and eighty revolutions per minute (thirteen hertz).
- a gear In a Los creep in first gear, a gear is first engaged on the straight but inactive wave, for example, the second gear or the reverse gear. As a result, the resonance slip speed shifts / decreases to three hundred revolutions per minute. In time before reaching this critical slip speed of the straight gear is designed.
- the safe distance Ndiff_securely used is fifty to one hundred revolutions per minute, that is, the even gear is designed at approximately a slip speed of three hundred and fifty revolutions per minute. This increases the critical slip speed to four hundred and twenty revolutions per minute. However, the slip speed has already been reduced to three hundred and fifty revolutions per minute. By the Creep strategy, the slip speed is further reduced. The difference depends on the natural frequency. The measures described above avoid operating the creep functionality in the area of the existing drive train resonances.
- FIG. 1 graphically depicts the situation described above with reference to a Cartesian coordinate diagram with an x-axis and a y-axis.
- the time is plotted in seconds between four and fourteen seconds.
- the speed is between zero and two thousand in two-hundred-horse rides in revolutions per minute.
- An obliquely shaded area corresponds to a slip resonance speed of three hundred revolutions per minute.
- a vertical lined area corresponds to a slip resonance speed of four hundred and twenty revolutions per minute. At about eight seconds is switched so that no resonances occur.
- Ndiff_secured Ndiff_secured
- Ndiff.GangxoN NSchlupfResonance (gear, without neutral preselection) + Ndiff_rank
- Ndiff.GangxmN NSchlupfResonance (gear, with neutral preselection) - Ndiff__secure
- Ndiff, GangxmN> Ndiff, GangxoN
- Ndiff.crit Ndiff.GangsxoN
- Ndiff.crit (Ndiff.GangxmN-Ndiff, GangsxoN) / 2
- a target speed / target speed during creep an engine speed is designated NEng.
- a target speed is designated NlnpTgt.
- a limit speed is denoted by NLimit.
- An input speed is designated Nlnp.
- a critical speed or critical resonance speed is denoted by NKrit.
- all speeds are related to the transmission input speed.
- all variables without restrictions may instead be related to the transmission output speed or a converted vehicle speed.
- the engine speed NEng of an internal combustion engine can assume different idling values (cold running, operation with air conditioning, etc.).
- the set target speed NlnpTgt for the speed control during creep can be in the range of a critical resonance speed NKrit.
- NLimit NEng - NschlupfResonance (Gears) - Nmin
- the second limit speed is then lower than the resonance speed.
- the second limit speed has increased slip speeds, which can adversely affect the clutch life.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020127034422A KR101597394B1 (ko) | 2010-08-12 | 2011-07-26 | 자동화된 듀얼-클러치 트랜스미션을 작동시키기 위한 방법 |
DE112011104290T DE112011104290A5 (de) | 2010-08-12 | 2011-07-26 | Verfahren zum Betreiben eines automatisierten Doppelkupplungsgetriebes |
US13/762,606 US9243688B2 (en) | 2010-08-12 | 2013-02-08 | Method for operating an automated dual-clutch transmission |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102010034093 | 2010-08-12 | ||
DE102010034093.6 | 2010-08-12 |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US13/762,606 Continuation US9243688B2 (en) | 2010-08-12 | 2013-02-08 | Method for operating an automated dual-clutch transmission |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2012019586A1 true WO2012019586A1 (de) | 2012-02-16 |
Family
ID=44789256
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2011/001512 WO2012019586A1 (de) | 2010-08-12 | 2011-07-26 | Verfahren zum betreiben eines automatisierten doppelkupplungsgetriebes |
Country Status (4)
Country | Link |
---|---|
US (1) | US9243688B2 (de) |
KR (1) | KR101597394B1 (de) |
DE (2) | DE102011079830A1 (de) |
WO (1) | WO2012019586A1 (de) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2013189867A1 (de) * | 2012-06-22 | 2013-12-27 | Schaeffler Technologies AG & Co. KG | Verfahren zur vermeidung oder reduzierung von rupfschwingungen |
US10196060B2 (en) | 2013-10-11 | 2019-02-05 | Volvo Truck Corporation | Method for preselecting a gear in a multi-clutch transmission of a vehicle upon exiting free-wheeling state |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2990737B1 (fr) * | 2012-05-16 | 2015-08-07 | Peugeot Citroen Automobiles Sa | Procede et dispositif de controle d'un mecanisme de preselection de vitesse d'une boite de vitesses de vehicule, pour limiter l'amplification de frequences indesirables |
KR101558678B1 (ko) * | 2013-11-25 | 2015-10-07 | 현대자동차주식회사 | 변속기 클러치토크 추정방법 |
CN110056626B (zh) * | 2019-05-05 | 2020-12-04 | 陆海燕 | 用于机动车辆的混合动力变速箱 |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10109662A1 (de) | 2001-02-28 | 2002-09-05 | Volkswagen Ag | Verfahren zur Steuerung eines Doppelkupplungsgetriebes |
DE10308698A1 (de) * | 2002-03-07 | 2003-09-25 | Luk Lamellen & Kupplungsbau | Getriebe und Anfahrstrategie für ein Getriebe, insbesondere für ein Doppelkupplungsgetriebe, eines Fahrzeuges |
DE102006008207A1 (de) * | 2005-03-16 | 2006-09-28 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Verfahren zum Vermindern von unerwünschten Geräuschen in einem Parallelschaltgetriebe |
DE102006010934A1 (de) * | 2005-03-26 | 2006-09-28 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Verfahren zur Synchronisierung in einem automatisierten Schaltgetriebe |
EP2083198A2 (de) * | 2008-01-26 | 2009-07-29 | Dr.Ing. h.c.F. Porsche Aktiengesellschaft | Verfahren und Steuergerät zur Steuerung eines Triebstrangs, der ein Doppelkupplungsgetriebe aufweist |
DE102008032757A1 (de) * | 2008-07-11 | 2010-01-14 | Audi Ag | Verfahren und Vorrichtung zur Unterdrückung von Getriebegeräuschen |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19802820C1 (de) * | 1998-01-26 | 1999-12-16 | Getrag Getriebe Zahnrad | Kraftfahrzeug-Stufengetriebe |
US7166059B2 (en) * | 2004-01-27 | 2007-01-23 | Luk Lamellen Und Kupplungsbau Beteilingungs Kg | Method for upshifting of a parallel shaft gear |
US7597020B2 (en) * | 2005-03-17 | 2009-10-06 | Ford Global Technologies, Llc | Gear selection strategy for a dual clutch transmission |
JP2007232047A (ja) * | 2006-02-28 | 2007-09-13 | Hitachi Ltd | 自動車の制御装置および制御方法 |
GB2445568B (en) * | 2006-10-03 | 2011-06-08 | Bamford Excavators Ltd | Method for controlling a vehicle transmission |
US7587957B2 (en) * | 2007-02-05 | 2009-09-15 | Eaton Corporation | Multiple-ratio dual clutch vehicle transmission |
EP2510257B1 (de) * | 2009-12-11 | 2015-08-19 | Volvo Lastvagnar AB | Mehrkupplungsgetriebe für ein kraftfahrzeug |
US8567273B2 (en) * | 2010-06-14 | 2013-10-29 | GM Global Technology Operations LLC | Gear transfer dual clutch transmission |
-
2011
- 2011-07-26 KR KR1020127034422A patent/KR101597394B1/ko active IP Right Grant
- 2011-07-26 WO PCT/DE2011/001512 patent/WO2012019586A1/de active Application Filing
- 2011-07-26 DE DE102011079830A patent/DE102011079830A1/de not_active Withdrawn
- 2011-07-26 DE DE112011104290T patent/DE112011104290A5/de not_active Ceased
-
2013
- 2013-02-08 US US13/762,606 patent/US9243688B2/en not_active Expired - Fee Related
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10109662A1 (de) | 2001-02-28 | 2002-09-05 | Volkswagen Ag | Verfahren zur Steuerung eines Doppelkupplungsgetriebes |
DE10308698A1 (de) * | 2002-03-07 | 2003-09-25 | Luk Lamellen & Kupplungsbau | Getriebe und Anfahrstrategie für ein Getriebe, insbesondere für ein Doppelkupplungsgetriebe, eines Fahrzeuges |
DE102006008207A1 (de) * | 2005-03-16 | 2006-09-28 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Verfahren zum Vermindern von unerwünschten Geräuschen in einem Parallelschaltgetriebe |
DE102006010934A1 (de) * | 2005-03-26 | 2006-09-28 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Verfahren zur Synchronisierung in einem automatisierten Schaltgetriebe |
EP2083198A2 (de) * | 2008-01-26 | 2009-07-29 | Dr.Ing. h.c.F. Porsche Aktiengesellschaft | Verfahren und Steuergerät zur Steuerung eines Triebstrangs, der ein Doppelkupplungsgetriebe aufweist |
DE102008032757A1 (de) * | 2008-07-11 | 2010-01-14 | Audi Ag | Verfahren und Vorrichtung zur Unterdrückung von Getriebegeräuschen |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2013189867A1 (de) * | 2012-06-22 | 2013-12-27 | Schaeffler Technologies AG & Co. KG | Verfahren zur vermeidung oder reduzierung von rupfschwingungen |
US10161497B2 (en) | 2012-06-22 | 2018-12-25 | Schaefler Technologies Ag & Co. Kg | Method for avoiding or reducing chatter vibrations |
US10196060B2 (en) | 2013-10-11 | 2019-02-05 | Volvo Truck Corporation | Method for preselecting a gear in a multi-clutch transmission of a vehicle upon exiting free-wheeling state |
Also Published As
Publication number | Publication date |
---|---|
US9243688B2 (en) | 2016-01-26 |
DE112011104290A5 (de) | 2013-11-07 |
KR101597394B1 (ko) | 2016-02-24 |
KR20140018774A (ko) | 2014-02-13 |
US20130312556A1 (en) | 2013-11-28 |
DE102011079830A1 (de) | 2012-02-16 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
DE112010002949B4 (de) | Verfahren und Vorrichtung zum Steuern eines Doppelkupplungsgetriebes | |
EP3212953B1 (de) | Verfahren zur adaption des kisspoints zumindest einer der kupplungen einer doppelkupplung eines doppelkupplungsgetriebes eines kraftfahrzeuges, insbesondere der doppelkupplung eines automatisierten doppelkupplungsgetriebes | |
WO2012019586A1 (de) | Verfahren zum betreiben eines automatisierten doppelkupplungsgetriebes | |
DE112012006767T5 (de) | Fahrzeuggetriebesteuerung | |
WO2009013004A2 (de) | Verfahren zum steuern eines hochschaltvorganges in einem doppelkupplungsgetriebe | |
DE102015102001A1 (de) | Fahrzeuggetriebe mit Blockierungsüberwachungslogik | |
DE102016120396B4 (de) | Schaltsteuersystem für ein Automatikgetriebe | |
WO2015048962A2 (de) | Verfahren zur steuerung eines antriebsstrangs mit einem doppelkupplungsgetriebe | |
DE102015112771A1 (de) | Verfahren zum Steuern eines Fahrzeugs während eines Kupplung-zu-Kupplung-Hochschaltens eines Getriebes | |
DE102019110766A1 (de) | Bewertung einer drehmomentwandlerkupplungsposition basierend auf dem angesammelten schlupf | |
DE102016103628A1 (de) | Positionsregelung einer synchrongabel | |
DE102011107232A1 (de) | Drehmoment-Ermittlungsverfahren | |
DE102011114085A1 (de) | Verfahren zum Kühlen eines Doppelkupplungsgetriebes | |
DE112011103807B4 (de) | Verfahren zur Ermittlung des Übersprechverhaltens eines Doppelkupplungssystems | |
DE102016109205B4 (de) | Verfahren zum Steuern eines Gangschaltmusters und einer Verbrennungsmotordrehzahl eines Fahrzeugs | |
DE102015120560A1 (de) | Steuerungsverfahren für Fahrzeug | |
EP2019768B1 (de) | Verfahren und vorrichtung zur steuerung eines automatisierten schaltgetriebes | |
DE102010002376A1 (de) | Verfahren zum Betreiben eines Fahrzeugantriebsstranges mit wenigstens einer Antriebsmaschine und einer Getriebeeinrichtung | |
EP1467127B1 (de) | Mehrstufenwechselgetriebe sowie Verfahren zu dessen Steuerung | |
DE102006045858A1 (de) | Verfahren zur Steuerung einer automatisierten Kupplung | |
WO2021110708A1 (de) | Kraftfahrzeug | |
EP3615827B1 (de) | Verfahren zum betreiben einer kupplung eines antriebsstrangs für ein kraftfahrzeug sowie kraftfahrzeug mit einem antriebsstrang | |
DE60307841T2 (de) | Verfahren zur erfassung eines fehl-leerlaufzustands in einem automatikgetriebesystem | |
DE102010033502A1 (de) | Verfahren zur Steuerung eines automatisierten Kupplungssystems | |
WO2016134711A1 (de) | Verfahren zur steuerung eines antriebsstranges |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 11767900 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 20127034422 Country of ref document: KR Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1120111042906 Country of ref document: DE Ref document number: 112011104290 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 11767900 Country of ref document: EP Kind code of ref document: A1 |
|
REG | Reference to national code |
Ref country code: DE Ref legal event code: R225 Ref document number: 112011104290 Country of ref document: DE Effective date: 20131107 |