WO2012172924A1 - Véhicule ferroviaire équipé d'une structure d'absorption de l'énergie des collisions - Google Patents

Véhicule ferroviaire équipé d'une structure d'absorption de l'énergie des collisions Download PDF

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Publication number
WO2012172924A1
WO2012172924A1 PCT/JP2012/062847 JP2012062847W WO2012172924A1 WO 2012172924 A1 WO2012172924 A1 WO 2012172924A1 JP 2012062847 W JP2012062847 W JP 2012062847W WO 2012172924 A1 WO2012172924 A1 WO 2012172924A1
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WO
WIPO (PCT)
Prior art keywords
frame
energy absorbing
collision energy
passage
hood
Prior art date
Application number
PCT/JP2012/062847
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English (en)
Japanese (ja)
Inventor
宗太 木村
敏彦 用田
忠正 金保
Original Assignee
株式会社 日立製作所
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 株式会社 日立製作所 filed Critical 株式会社 日立製作所
Priority to GB1320747.7A priority Critical patent/GB2505587B/en
Priority to DE112012002087.1T priority patent/DE112012002087B4/de
Publication of WO2012172924A1 publication Critical patent/WO2012172924A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • 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
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the present invention is a railway provided with a collision energy absorbing structure that absorbs collision energy by plastically deforming when a vehicle collision occurs in a passage opening provided for a passenger / passenger to move between vehicles on the wife structure of the railway vehicle. Regarding vehicles.
  • the railway vehicle structure includes a frame that forms a floor surface, a side structure that is installed perpendicularly to the frame at both ends of the frame in the vehicle body width direction and that forms a side surface of the railway vehicle structure, It is composed of a wife structure installed perpendicularly to the underframe at both ends in the longitudinal direction of the railway vehicle structure, and a roof structure that is arranged at the upper end of the side structure and the wife structure and that forms the roof of the car body.
  • pillow beams that are arranged to extend in the vehicle body width direction between both ends in the width direction of the frame and receive driving force and braking force from the vehicle, both ends in the longitudinal direction of the frame
  • a side beam is attached so as to extend. Since the underframe includes these beams, the underframe has strong rigidity.
  • Patent Document 1 An energy absorbing member composed of two face plates manufactured by extrusion and ribs connecting the face plates, and the energy absorbing member so that the extrusion direction and the longitudinal direction of the vehicle coincide with each other.
  • the wagon structure of a railway vehicle is provided with a through-passage with a hood for passengers / passengers to move between vehicles, and an energy absorbing member is installed between the hood and the through-passage.
  • an energy absorbing member is installed between the hood and the through-passage.
  • the collision energy absorption structure which installs an energy absorption member instead of a hood is proposed (patent document 2).
  • the peak load when the energy absorbing member is crushed tends to be high, and the impact acting on the crew and passengers due to the collision cannot be sufficiently mitigated, or the impact can be caused in the passenger car space. Damage may occur.
  • the energy absorbing member is arranged in a line in the vehicle width direction while causing the crushing direction to be along the longitudinal direction of the railway vehicle. For this reason, when an energy absorbing member having a certain length or more is used, there is a possibility that the entire energy absorbing member buckles during energy absorption. Therefore, in the technique according to Patent Document 1, it may be difficult to absorb predetermined energy.
  • the energy absorbing member can be easily detached from the vehicle structure.
  • the energy absorbing member may be detached from the vehicle structure or displaced from the mounting position when a collision occurs. Therefore, in the technique according to Patent Document 2, it may be difficult to reliably absorb the collision energy.
  • the object of the present invention has been made in view of the circumstances of the prior art, and it is possible to reduce the space necessary for installation, and it is sufficient while preventing the occurrence of damage in the members constituting the passenger car space. It is an object of the present invention to provide a highly reliable collision energy absorbing structure capable of absorbing collision energy, and a railway vehicle including such a collision energy absorbing structure.
  • the above-described object surrounds a wife structure provided at an end portion in the longitudinal direction of a railway vehicle structure, and a passage opening that is provided in the wife structure and serves as an entrance to a through-passage for passengers / occupants to move between vehicles.
  • the hood frame includes the passage opening frame.
  • a passage opening frame having a collision energy absorbing structure includes a metal shape member produced by integral molding and a plurality of energy absorbing members arranged discretely with respect to the longitudinal direction of the shape member.
  • the profile having the energy absorbing member is arranged and applied along the periphery of a passage opening provided at the vehicle end in the longitudinal direction of the railway vehicle.
  • the collision energy absorbing structure according to the present invention comprises an energy absorbing member sandwiched between a passage opening frame and a metal hood frame applied to the passage opening frame, and the railway vehicle collides with an obstacle. Then, when the energy absorbing member is crushed, the collision energy is absorbed.
  • the collision energy absorbing structure, the passage opening frame including the same, and the railway vehicle use the space that has not been used in the past in the passage opening frame as the installation location of the collision energy absorbing structure.
  • the space for absorbing the collision energy can be saved.
  • the collision energy absorbing structure can be arranged in a planar shape along the periphery of the passage frame, it is possible to suppress the occurrence of overall buckling, which is a concern with conventional energy absorbing devices, and to generate damage in the members constituting the passenger car space.
  • FIG. 2 is a schematic view of a cross section AA of the railway vehicle shown in FIG. 1 viewed from the vehicle end side in the vehicle longitudinal direction.
  • FIG. 3 is an enlarged view of a portion B in FIG. 2, illustrating a structure of a passage opening frame in the collision energy absorbing structure according to the first embodiment. It is a figure explaining the state which attached the hood frame to the channel
  • FIG. 3 is a cross-sectional view taken along the line CC of FIG. 2 and showing details of a method for joining the hood frame and the passage port frame.
  • the collision energy absorption structure of Example 1 it is a figure explaining the energy absorption method.
  • FIG. 1 In the collision energy absorption structure of Example 2, it is a figure explaining the load log
  • the collision energy absorption structure of Example 3 it is sectional drawing explaining the crush margin of an energy absorption member.
  • the collision energy absorption structure of Example 4 it is sectional drawing explaining the joining method of a hood frame and a passage port frame.
  • the collision energy absorption structure of Example 5 it is sectional drawing explaining the joining method of a hood frame and a passage port frame.
  • In the collision energy absorption structure of Example 6 it is sectional drawing explaining the joining method of a hood frame and a passage port frame. It is the schematic diagram which showed the example of Example 7 which distributedly arranged the energy absorption member in the rail vehicle.
  • FIG. 1 is a schematic diagram showing an example of a railway vehicle having a wife structure with a hood.
  • the railway vehicle structure 1 includes a frame 2 that forms a floor, a roof structure 3 that forms a roof, and a side structure 4 that connects the frame 2 and the roof structure 3 to form left and right surfaces with respect to the longitudinal direction of the vehicle. Only one side is shown), and is formed from a wife structure 5 (only one is shown) that forms a surface for closing both ends of the vehicle surrounded by the frame 2, roof structure 3, and side structure 4 in the longitudinal direction of the vehicle.
  • the side structure 4 is formed with an opening for a window or an entrance.
  • an opening as a passage opening serving as an entrance to a through-passage for an occupant / passenger to move between vehicles between adjacent vehicles.
  • the through passage is formed inside a bendable bellows-shaped hood 60.
  • the hood 60 is attached to the outside of the wife structure 5 via the one hood frame 70, and is attached to the adjacent vehicle via the other hood frame 70.
  • FIG. 2 is a schematic view of the cross section AA of the railway vehicle shown in FIG. 1 as viewed from the vehicle end side in the longitudinal direction of the vehicle.
  • a passage opening 6 serving as an entrance to a through-passage for occupants and passengers to move between vehicles is provided.
  • the passage opening 6 extends from the longitudinal end of the frame 2
  • a rectangular structure comprising upright vertical columns 52, 52, an upper horizontal column 54 connecting the upper ends of both vertical columns 52, 52, and a lower horizontal column 56 disposed on the longitudinal end of the frame 2.
  • the hood 60 shown in FIG. 1 is connected to a hood frame 70.
  • the hood frame 70 By connecting the hood frame 70 to the passage opening frame 50 (see FIG. 2), the hood 60 is connected to the end of the railway vehicle assembly 1. And a through passage is formed in the interior.
  • FIG. 3 is an enlarged view of a portion B in FIG. 2 and is a diagram for explaining the structure of the passage opening frame in the collision energy absorbing structure of the first embodiment.
  • the passage opening frame 50 according to the present invention includes a single bottom plate 102 and two side plates 104, and a cross section formed by the bottom plate 102 and the side plates 104, 104 has an opening on one side of a quadrangle. It is a profile in which channel-shaped grooves are formed. The opening of the shape member opens toward the longitudinal direction of the vehicle body, that is, the direction of the hood frame 70.
  • the collision energy absorbing structure is configured such that a crush margin 130A is provided between adjacent energy absorbing members 110 and 110 in such a manner that an energy absorbing member 110 that absorbs energy by plastic deformation is fitted inside the shape member.
  • the structure is discretely arranged in the longitudinal direction of the shape member.
  • the crushing allowance 130A is a deformation amount that bulges in a direction intersecting the crushing direction when crushing due to a crushing action caused by a collision with an obstacle of a railway vehicle.
  • the passage opening frame 50 is arranged so as to make a round along the periphery of the passage opening 6 provided in the wife structure 5 shown in FIG.
  • FIG. 4 is a diagram for explaining a state in which a hood frame is attached to the passage opening frame shown in FIG.
  • the collision energy absorbing structure 10 is formed by joining the hood frame 70 to the passage opening frame 50 by the fastening component 120A through the energy absorbing member 110.
  • FIG. 5 is a cross-sectional view taken along the line CC of FIG. 2 and shows details of a method for joining the hood frame and the passage port frame.
  • the fastening component 120 ⁇ / b> A penetrates the energy absorbing member 110 and the hood frame 70 and fixes these components to the passage port frame 50.
  • the face plate perpendicular to the crushing direction (longitudinal direction of the fastening component 120A) among the face plates constituting the passage opening frame 50, the energy absorbing member 110 and the hood frame 70 is provided with a hole for passing the fastening component 120A. .
  • the energy absorbing behavior of the energy absorbing member 110 is determined by the deformation behavior of the surface extending parallel to the crushing direction, the hole for passing the fastening component 120A (not screwed with the fastening component 120A) is provided. Little effect on energy absorption behavior. Furthermore, since the energy absorbing member 110 is crushed in a form guided by the side plates 104 and 104 forming the passage frame 50 and the fastening component 120A, the energy absorbing member 110 can efficiently absorb the collision energy. Further, when a force acts on the fastening part 120A in a direction in which the passage mouth frame 50 and the hood frame 70 are separated from each other, a resistance against the force due to the action of the head (so that the passage mouth frame 50 and the hood frame 70 are not separated).
  • the cross-sectional shape of the energy absorbing member 110 is illustrated as consisting of a frame and a lattice, this is merely an example, and any shape can be used as long as it deforms a surface parallel to the crushing direction. Further, when the energy absorbing member 110 is manufactured by extrusion molding, the extrusion direction can be parallel or perpendicular to the crushing direction.
  • FIG. 6 is a diagram for explaining a collision energy absorbing method by the collision energy absorbing structure 10 shown in FIG.
  • the hood frame 70 is guided to the side plates 104 and 104 forming the passage port frame 50 as shown in FIG. It is pushed inside (inside) the passage opening frame 50.
  • the energy absorption member 110 is crushed and the collision energy is absorbed. Therefore, the energy can be absorbed without fail when the joining surface of the hood frame 70 and the energy absorption member 110 is not displaced.
  • the energy absorbing member 110 is arranged in a plane along the periphery of the passage opening 6, the energy absorbing member is different from the case where the energy absorbing member is arranged in a line along the width direction of the railway vehicle. It is possible to suppress the occurrence of overall buckling of the member 110 and to absorb predetermined energy. That is, since the plurality of energy absorbing members 110 having a short length in the crushing direction are annularly arranged along the peripheral edge of the passage opening 6, the energy absorbing member 110 has a feature that the entire buckling is unlikely to occur. .
  • FIG. 7 is a diagram illustrating a collision energy absorbing structure according to the second embodiment
  • FIG. 8 is a diagram illustrating a load history at the time of collision in the collision energy absorbing structure according to the second embodiment.
  • the collision energy absorption structure passage opening frame 50 is composed of one bottom plate 102 and two side plates 104, 104, and the cross section formed by the bottom plate 102 and the side plates 104, 104 is open on one side of the rectangle.
  • the opening of the shape member opens toward the top frame 70.
  • the collision energy absorbing structure absorbs energy when the energy absorbing member 110 is plastically deformed.
  • the collapsing allowance 130A is formed in such a manner that the energy absorbing member 110 having different dimensions in the thickness direction is fitted inside the shape member. It is characterized by a structure that is discretely arranged with respect to the longitudinal direction of the profile.
  • the load-displacement line (broken line) of the collision energy absorbing structure of the present invention as compared with the load-displacement line (solid line) shown by the conventional collision energy absorbing structure, It is possible to greatly reduce the initial peak load when the energy absorbing member is deformed.
  • FIG. 9 is a cross-sectional view for explaining a crush margin of the energy absorbing member in the collision energy absorbing structure of the third embodiment.
  • the collision energy absorbing structure 10 shown in FIG. 9 has a cross-sectional shape in which a crush margin 130B of the energy absorbing member 110 is provided in the width direction of the passage opening frame 50.
  • a crush margin 130B of the energy absorbing member 110 is provided in the width direction of the passage opening frame 50.
  • FIG. 10 is a cross-sectional view illustrating a method of joining the hood frame and the passage port frame in the collision energy absorbing structure of the fourth embodiment.
  • the hood frame 70 includes a base 71 disposed substantially parallel to the wife structure 5, and one end in the width direction of the base 71.
  • the horizontal cross-sectional shape has comprised the substantially L shape.
  • the extension part 72 of the hood frame 70 is provided near the passage opening 6, and the energy absorption part 110 is formed on the substantially L-shaped concave surface formed by the base 71 and the extension part 72 of the hood frame 70 and the passage mouth frame 50. It is arranged in the enclosed space.
  • the hood frame 70 is formed in a substantially L-shaped cross section.
  • the passage opening frame 50 may be formed in a substantially L-shaped cross section.
  • the hood 60 When the railroad car collides, the hood 60 is first crushed between the vehicles, and when the hood 60 is completely crushed, the extension 72 of the hood frame 70 is guided to the surface forming the passage port 6 of the passage port frame 50.
  • the energy absorbing member 110 is crushed. With this configuration, the energy absorbing member 110 can be efficiently crushed without shifting the joint surface between the hood frame 70 and the energy absorbing member 110, so that the energy absorbing structure 10 can reliably absorb the collision energy. .
  • the front end portion of the extension 72 of the hood frame 70 protrudes in the vehicle longitudinal direction by the ⁇ dimension and overlaps the passage frame 50. May be arranged.
  • the energy absorbing structure 10 since the energy absorbing structure 10 includes the energy absorbing member 110 inside the hood frame 70, it is not necessary to provide an opening (see FIG. 3) in the cross section of the passage port frame 50. Therefore, since the passage opening frame 50 having high bending rigidity can be provided, it is possible to reduce the thickness of the other members forming the railway vehicle structure 1 and to reduce the weight of the vehicle.
  • the hood frame 70 in order to prevent the hood frame 70 from coming into contact with the wife structure 5 and damaging the wife structure 5 during the crushing of the energy absorbing member 110, for example, as shown in FIG. It is desirable to avoid contact with the wife structure 5 such that 70 and the wife structure 5 do not overlap in the crushing direction.
  • the passage opening 6 includes a wall portion on the side facing the passage opening 6 so that the energy absorbing member 110 cannot be seen from the passage opening 6, but the wall portion may not be employed.
  • the passage opening 6 can be widened by an amount corresponding to the thickness of the wall portion.
  • the fastening part 120 ⁇ / b> A is in a state where the hood frame 70 is previously inserted inside the passage opening frame 50 (initial penetration amount: ⁇ ). It is the structure joined by.
  • a shearing force will act on the fastening part 120A between the hood frame 70 and the passage port frame 50 like a collision during a curve run.
  • the hood frame 70 and the passage port frame 50 support each other in the region of the initial penetration amount ⁇ , so that the joining surface between the hood frame 70 and the energy absorbing member 110 is not displaced, and the collision energy is surely absorbed. It becomes possible to do.
  • the fastening component 120A does not penetrate the energy absorbing member 110, and the energy absorbing member 110 and the bottom plate of the passage port frame 50 are connected. In addition to joining, the energy absorbing member 110 and the hood frame 70 are joined. Each fastening component 120A is securely joined to the hood frame 70 or the passage port frame 50 by screws. By joining the energy absorbing member 110 to each of the hood frame 70 and the passage port frame 50, the fastening force of the fastening component 120A can be increased as compared with the collision energy absorbing structures of the first to fifth embodiments.
  • the passage opening provided with the collision energy absorption structure has a more reliable structure than the passage opening provided with the collision energy absorption structure according to the first to sixth embodiments.
  • Example 7 in FIG. 13 is an embodiment in which the collision energy absorbing structure described in any of Examples 1 to 6 above is installed at the vehicle end in the longitudinal direction of the railway vehicle.
  • the function of configuring the passage opening and the function of absorbing the collision energy can be provided in the passage opening frame, and the collision energy absorbing structure can be saved in space.
  • the degree of freedom in designing the vehicle can be increased.
  • the plurality of energy absorbing members 110 having a short length in the crushing direction are discretely arranged annularly along the peripheral edge of the passage opening 6, the energy absorbing member 110 is unlikely to be buckled as a whole. There are features.
  • the members constituting the structure having low rigidity and strength in the railway vehicle. It is possible to absorb sufficient collision energy while preventing the occurrence of damage.
  • the frame 2 and the side structure 4 have higher strength and rigidity than the roof structure 3, the lower side of the vertical columns 52, 52 than the upper side of the upper horizontal column 54 and the vertical columns 52, 52.
  • many energy absorbing members 110 are arranged on the lower horizontal column 56.
  • collision energy can be absorbed in a state in which a higher load is applied to the frame 2 and the side structure 4 than to the roof structure 3. It is possible to absorb a sufficient amount of collision energy while preventing the occurrence of damage in the members constituting 3.
  • the energy absorption amount can be further increased.
  • the passage mouth frame described above has a cross-sectional shape in which a part of the face plate forming a quadrangle is deleted, but the face plate is bent so that the cross-sectional shape becomes a circle or an ellipse.
  • a part of the face plate heading to the side is deleted to form an opening, and the entire cross-section is formed into a C shape, or two opposite sides in the width direction of the quadrangle are formed into a mountain shape to form a polygon other than a quadrangle,
  • a part of the face plate that faces the frame 70 may be deleted to form an opening, and the entire cross section may be substantially C-shaped.
  • the above-described passage opening frame can be manufactured by extrusion processing, and thus has an advantage that it is easy to manufacture and has high reliability.
  • the collision energy absorbing structure described above has an advantage that maintenance is easy because only the energy absorbing member and the fastening parts need to be replaced for minor collisions.
  • the collision energy absorbing structure described above can be implemented by changing the shape of the frame member forming the passage opening frame or the hood frame among the members constituting the railway vehicle structure. It has the advantage that no modification is required.
  • the collision energy absorbing structure according to the present invention can be applied not only to railway vehicles but also to new transportation systems, monorails, etc. that are used for operation in which a plurality of vehicles are connected.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne un véhicule ferroviaire comprenant une structure d'absorption de l'énergie des collisions qui ne demande qu'un espace réduit et qui est apte à absorber de manière fiable une grande quantité d'énergie ; un cadre d'ouverture de passage ; et une structure d'absorption d'énergie de collision. Une structure d'absorption de l'énergie des collisions est conçue de telle sorte qu'un cadre d'ouverture de passage (50), qui est équipé d'éléments d'absorption d'énergie réalisés dans une forme dans laquelle les éléments d'absorption d'énergie sont séparés l'un de l'autre dans la direction longitudinale et sont montés sur l'intérieur du cadre d'ouverture de passage (50), est disposé le long du bord périphérique de l'ouverture de passage à chacune des deux extrémités d'un véhicule ferroviaire et est réuni à un cadre de diaphragme de vestibule (70) par des pièces de fixation (120) avec interposition des éléments d'absorption d'énergie. Le résultat de cette configuration est que le cadre d'ouverture de passage (50) a à la fois une fonction de formation de l'ouverture de passage et une fonction d'absorption de l'énergie des collisions, et peut ainsi réduire l'espace occupé par la structure d'absorption d'énergie des collisions. En supplément, les éléments d'absorption d'énergie sont agencés dans une forme plane le long du cadre d'ouverture de passage (50) et le résultat est que les éléments d'absorption d'énergie peuvent de manière fiable absorber l'énergie de collision sans s'effondrer totalement.
PCT/JP2012/062847 2011-06-14 2012-05-18 Véhicule ferroviaire équipé d'une structure d'absorption de l'énergie des collisions WO2012172924A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
GB1320747.7A GB2505587B (en) 2011-06-14 2012-05-18 Railroad vehicle with collision energy absorption structure
DE112012002087.1T DE112012002087B4 (de) 2011-06-14 2012-05-18 Eisenbahnwagen mit Kollisionsenergie absorbierenden Aufbau

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2011-132536 2011-06-14
JP2011132536A JP2013001195A (ja) 2011-06-14 2011-06-14 衝突エネルギ吸収構造を備える鉄道車両

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WO2012172924A1 true WO2012172924A1 (fr) 2012-12-20

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JP (1) JP2013001195A (fr)
DE (1) DE112012002087B4 (fr)
GB (1) GB2505587B (fr)
WO (1) WO2012172924A1 (fr)

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