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
  • F16H41/00—Rotary fluid gearing of the hydrokinetic type
  • F16H41/24—Details
  • F16H41/26—Shape of runner blades or channels with respect to function
• • 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
  • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
  • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
  • F16H2045/021—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type three chamber system, i.e. comprising a separated, closed chamber specially adapted for actuating a lock-up clutch
• • 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
  • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
  • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
  • F16H2045/0273—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type characterised by the type of the friction surface of the lock-up clutch
  • F16H2045/0284—Multiple disk type lock-up clutch

Definitions

• the present disclosure relates to a transmission system, and in particular to a stator design of a torque converter for the transmission system.
• a torque converter is a fluid coupling device that is used to transfer rotating power from a power unit, such as an engine or electric motor, to a power-transferring device such as a transmission.
• the transmission is an apparatus through which power and torque can be transmitted from a vehicle's power unit to a load-bearing device such as a drive axis.
• Conventional transmissions include a variety of gears, shafts, and clutches that transmit torque therethrough.
• a stator assembly for a fluid- coupling device includes a housing; a one-way clutch coupled to the housing; and a plurality of blades coupled to the housing, each of the plurality of blades including a first end defining a leading edge of the blade and a second end defining a trailing edge thereof; wherein, a camber line defined between the leading edge and the trailing edge of each of the plurality of blades is oriented at a negative angle relative to a direction of flow.
• each of the plurality of blades forms a convex-shaped surface on a pressure side of the blade.
• each of the plurality of blades comprises a maximum thickness and a minimum thickness, a ratio of the maximum thickness to the minimum thickness being less than 3:1.
• the ratio is between 2:1 and 3:1.
• the ratio is approximately 2.2: 1.
• the trailing edge of each of the plurality of blades is blunt-shaped.
• the trailing edge comprises a thickness that is less than 3 times thinner than a maximum thickness of each blade.
• the thickness of the trailing edge is approximately 2-2.5 times thinner than the maximum thickness.
• a blade of a stator assembly includes a body having a first end and a second end, wherein a flow direction is normal to the first end; a leading edge defined at the first end; a trailing edge defined at the second end; a first curved surface and a second curved surface formed between the leading edge and the trailing edge; and a camber line defined through the leading edge and the trailing edge, wherein the camber line is oriented at a negative angle relative to the flow direction.
• the first surface forms a convex-shaped surface on a pressure side of the blade.
• the body comprises a maximum thickness and a minimum thickness between the first curved surface and the second curved surface; further wherein, a ratio of the maximum thickness to the minimum thickness is less than 3: 1. In a third example, the ratio is between 2: 1 and 3: 1.
• the trailing edge comprises a thickness that is less than 3 times thinner than the maximum thickness. In a fifth example, the thickness of the trailing edge is approximately 2-2.5 times thinner than the maximum thickness.
• a fluid-coupling device for an automatic transmission includes an outer cover; a pump assembly including an outer shell fixedly coupled to the outer cover, a plurality of pump blades, a core ring, and a pump hub coupled to the outer shell, wherein the pump hub is adapted to be sealing engaged with the transmission; a turbine assembly including a shell, a core ring, and a plurality of turbine blades; and a stator assembly including a housing, a clutch coupled to the housing, and a plurality of stator blades coupled to the housing, wherein each of the plurality of stator blades includes a first end defining a leading edge of the blade and a second end defining a trailing edge thereof; further wherein, a direction of flow is defined normal to the leading edge, and a camber line is defined between the leading edge and the trailing edge of each of the plurality of stator blades, the camber line being oriented at a negative angle relative to the direction of flow.
• each of the plurality of stator blades includes a first curved surface and a second curved surface formed between the leading edge and the trailing edge; further wherein, the first surface forms a convex-shaped surface on a pressure side of the blade.
• each of the plurality of stator blades comprises a maximum thickness and a minimum thickness between the first curved surface and the second curved surface; further wherein, a ratio of the maximum thickness to the minimum thickness is less than 3: 1. In a third example, the ratio is between 2: 1 and 3:1.
• the trailing edge comprises a thickness that is less than 3 times thinner than the maximum thickness. In a fifth example, the thickness of the trailing edge is approximately 2- 2.5 times thinner than the maximum thickness.
• FIG. 1 is an exemplary block diagram and schematic view of one illustrative embodiment of a powered vehicular system
• Fig. 2 is a top half cross-sectional view of a conventional torque converter
• FIG. 3 A is a top view of a conventional stator blade
• Fig. 3B is a top view of a negative rake stator blade as disclosed herein;
• Fig. 4 is a plot of blade thickness of a conventional stator blade and k-factor of a pump
• Fig. 5 is a plot of blade thickness of a conventional stator blade and torque ratio
• Fig. 6 is a plot of blade thickness of a conventional stator blade and maximum blade deflection
• Fig. 7 is a plot of speed ratio and torque ratio for a negative rake stator blade.
• Fig. 8 is a plot of speed ratio and k-factor of a pump for a negative rake stator blade.
• the drive unit 102 may include an internal combustion engine, diesel engine, electric motor, or other power-generating device.
• the drive unit 102 is configured to rotatably drive an output shaft 104 that is coupled to an input or pump shaft 106 of a conventional torque converter 108.
• the input or pump shaft 106 is coupled to an impeller or pump 110 that is rotatably driven by the output shaft 104 of the drive unit 102.
• the torque converter 108 further includes a turbine 112 that is coupled to a turbine shaft 1 14, and the turbine shaft 114 is coupled to, or integral with, a rotatable input shaft 124 of the transmission 118.
• the transmission 118 can also include an internal pump 120 for building pressure within different flow circuits (e.g., main circuit, lube circuit, etc.) of the
• the pump 120 can be driven by a shaft 116 that is coupled to the output shaft 104 of the drive unit 102.
• the drive unit 102 can deliver torque to the shaft 116 for driving the pump 120 and building pressure within the different circuits of the transmission 118.
• the transmission 118 can include a planetary gear system 122 having a number of automatically selected gears.
• An output shaft 126 of the transmission 118 is coupled to or integral with, and rotatably drives, a propeller shaft 128 that is coupled to a conventional universal joint 130.
• the universal joint 130 is coupled to, and rotatably drives, an axle 132 having wheels 134A and 134B mounted thereto at each end.
• the output shaft 126 of the transmission 118 drives the wheels 134A and 134B in a conventional manner via the propeller shaft 128, universal joint 130 and axle 132.
• a conventional lockup clutch 136 is connected between the pump 110 and the turbine 112 of the torque converter 108.
• the operation of the torque converter 108 is conventional in that the torque converter 108 is operable in a so-called "torque converter" mode during certain operating conditions such as vehicle launch, low speed and certain gear shifting conditions.
• the lockup clutch 136 is disengaged and the pump 110 rotates at the rotational speed of the drive unit output shaft 104 while the turbine 1 12 is rotatably actuated by the pump 1 10 through a fluid (not shown) interposed between the pump 1 10 and the turbine 1 12.
• the torque converter 108 is alternatively operable in a so-called "lockup" mode during other operating conditions, such as when certain gears of the planetary gear system 122 of the transmission 1 18 are engaged.
• the lockup clutch 136 is engaged and the pump 1 10 is thereby secured directly to the turbine 1 12 so that the drive unit output shaft 104 is directly coupled to the input shaft 124 of the transmission 1 18, as is also known in the art.
• the transmission 1 18 further includes an electro-hydraulic system 138 that is fluidly coupled to the planetary gear system 122 via a number, J, of fluid paths, 140 1 -140j, where J may be any positive integer.
• the electro-hydraulic system 138 is responsive to control signals to selectively cause fluid to flow through one or more of the fluid paths, 140j, to thereby control operation, i.e., engagement and disengagement, of a plurality of corresponding friction devices in the planetary gear system 122.
• the plurality of friction devices may include, but are not limited to, one or more conventional brake devices, one or more torque transmitting devices, and the like.
• the operation, i.e., engagement and disengagement, of the plurality of friction devices is controlled by selectively controlling the friction applied by each of the plurality of friction devices, such as by controlling fluid pressure to each of the friction devices.
• the plurality of friction devices include a plurality of brake and torque transmitting devices in the form of conventional clutches that may each be
• the system 100 further includes a transmission control circuit 142 that can include a memory unit 144.
• the transmission control circuit 142 is illustratively
• the memory unit 144 generally includes instructions stored therein that are executable by a processor of the transmission control circuit 142 to control operation of the torque converter 108 and operation of the transmission 1 18, i.e., shifting between the various gears of the planetary gear system 122. It will be understood, however, that this disclosure contemplates other embodiments in which the transmission control circuit 142 is not microprocessor-based, but is configured to control operation of the torque converter 108 and/or transmission 118 based on one or more sets of hardwired instructions and/or software instructions stored in the memory unit 144.
• the transmission 1 18 include a number of sensors configured to produce sensor signals that are indicative of one or more operating states of the torque converter 108 and transmission 118, respectively.
• the torque converter 108 illustratively includes a conventional speed sensor 146 that is positioned and configured to produce a speed signal corresponding to the rotational speed of the pump shaft 106, which is the same rotational speed of the output shaft 104 of the drive unit 102.
• the speed sensor 146 is electrically connected to a pump speed input, PS, of the transmission control circuit 142 via a signal path 152, and the transmission control circuit 142 is operable to process the speed signal produced by the speed sensor 146 in a conventional manner to determine the rotational speed of the turbine shaft 106/drive unit output shaft 104.
• the transmission 118 illustratively includes another conventional speed sensor 148 that is positioned and configured to produce a speed signal corresponding to the rotational speed of the transmission input shaft 124, which is the same rotational speed as the turbine shaft 114.
• the input shaft 124 of the transmission 118 is directly coupled to, or integral with, the turbine shaft 114, and the speed sensor 148 may alternatively be positioned and configured to produce a speed signal corresponding to the rotational speed of the turbine shaft 114.
• the speed sensor 148 is electrically connected to a transmission input shaft speed input, TIS, of the transmission control circuit 142 via a signal path 154, and the transmission control circuit 142 is operable to process the speed signal produced by the speed sensor 148 in a conventional manner to determine the rotational speed of the turbine shaft 1 14/transmission input shaft 124.
• the transmission 118 further includes yet another speed sensor 150 that is positioned and configured to produce a speed signal corresponding to the rotational speed of the output shaft 126 of the transmission 1 18.
• the speed sensor 150 may be conventional, and is electrically connected to a transmission output shaft speed input, TOS, of the transmission control circuit 142 via a signal path 156.
• the transmission control circuit 142 is configured to process the speed signal produced by the speed sensor 150 in a conventional manner to determine the rotational speed of the transmission output shaft 126.
• the transmission 1 18 further includes one or more actuators configured to control various operations within the transmission 1 18.
• the electro-hydraulic system 138 described herein illustratively includes a number of actuators, e.g., conventional solenoids or other conventional actuators, that are electrically connected to a number, J, of control outputs, CPj - CPj, of the transmission control circuit 142 via a corresponding number of signal paths ⁇ 2 ⁇ - 72 j, where J may be any positive integer as described above.
• the actuators within the electro-hydraulic system 138 are each responsive to a corresponding one of the control signals, CPi - CPj, produced by the transmission control circuit 142 on one of the corresponding signal paths 12 ⁇ - 72j to control the friction applied by each of the plurality of friction devices by controlling the pressure of fluid within one or more corresponding fluid passageway 140i - 140j, and thus control the operation, i.e., engaging and disengaging, of one or more corresponding friction devices, based on information provided by the various speed sensors 146, 148, and/or 150.
• the friction devices of the planetary gear system 122 are illustratively controlled by hydraulic fluid which is distributed by the electro-hydraulic system in a conventional manner.
• the electro-hydraulic system 138 illustratively includes a conventional hydraulic positive displacement pump (not shown) which distributes fluid to the one or more friction devices via control of the one or more actuators within the electro-hydraulic system 138.
• the control signals, CPi - CPj are illustratively analog friction device pressure commands to which the one or more actuators are responsive to control the hydraulic pressure to the one or more frictions devices.
• each of the plurality of friction devices may alternatively be controlled in accordance with other conventional friction device control structures and techniques, and such other conventional friction device control structures and techniques are contemplated by this disclosure.
• the analog operation of each of the friction devices is controlled by the control circuit 142 in accordance with instructions stored in the memory unit 144.
• the system 100 further includes a drive unit control circuit 160 having an input/output port (I/O) that is electrically coupled to the drive unit 102 via a number, K, of signal paths 162, wherein K may be any positive integer.
• the drive unit control circuit 160 may be conventional, and is operable to control and manage the overall operation of the drive unit 102.
• the drive unit control circuit 160 further includes a communication port, COM, which is electrically connected to a similar communication port, COM, of the transmission control circuit 142 via a number, L, of signal paths 164, wherein L may be any positive integer.
• the one or more signal paths 164 are typically referred to collectively as a data link.
• the drive unit control circuit 160 and the transmission control circuit 142 are operable to share information via the one or more signal paths 164 in a conventional manner.
• the drive unit control circuit 160 and transmission control circuit 142 are operable to share information via the one or more signal paths 164 in the form of one or more messages in accordance with a society of automotive engineers (SAE) J- 1939 communications protocol, although this disclosure contemplates other embodiments in which the drive unit control circuit 160 and the transmission control circuit 142 are operable to share information via the one or more signal paths 164 in accordance with one or more other conventional communication protocols (e.g., from a conventional databus such as J1587 data bus, J1939 data bus, IESCAN data bus, GMLAN, Mercedes PT-CAN).
• SAE society of automotive engineers
• Torque converter 200 includes a front cover assembly 202 fixedly attached to a rear cover 204 or shell at a coupled location.
• the coupled location can include a bolted joint, a welded joint, or any other type of coupling means.
• the converter 200 includes a turbine assembly 206 with turbine blades, a shell, and a core ring.
• the converter 200 also includes a pump assembly 208 with impellor or pump blades, an outer shell, and a core ring.
• a stator assembly 210 is axially disposed between the pump assembly 208 and the turbine assembly 206.
• the stator assembly 210 can includes a housing, one or more stator blades, and a one-way clutch 212.
• the one-way clutch 212 may be a roller or sprag design as is commonly known in the art.
• the torque converter 200 can include a clutch assembly 218 that transmits torque from the front cover 202 to a turbine hub 214.
• the clutch assembly 218 includes a piston plate 216, a backing plate 226, a plurality of clutch plates 220, and a plurality of reaction plates 222.
• the plurality of clutch plates 220 and reaction plates 222 can be splined to the turbine hub 214, which is bolted to a turbine assembly as shown in Fig. 2.
• the piston plate 216 can be hydraulically actuated to engage and apply the clutch assembly 218, thereby "hydraulically coupling" the turbine assembly 206 and pump assembly 208 to one another.
• Hydraulic fluid can flow through a dedicated flow passage in the torque converter 200 on a front side of the piston plate 216 to urge the plate 216 towards and into engagement with the clutch assembly 218.
• Hydraulic fluid can flow through a dedicated flow passage in the torque converter 200 on a front side of the piston plate 216 to urge the plate 216 towards and into engagement with the clutch assembly 218.
• FIG. 1 and 2 therefore provide illustrative examples of a fluid coupling device such as a torque converter operably driving a conventional
• Fig. 2 in particular, provides an illustrative example of a conventional torque converter.
• the converter 200 is described as including a stator assembly 210.
• a stator or stator assembly is
• the stator assembly can include a plurality of blades or ports used to redirect the flow of fluid therethrough to change torque ratio.
• the conventional torque converter would have a 1 : 1 torque ratio across all speed ratios, which would be representative of a maximum pump capacity.
• FIG. 3 one example of a conventional stator blade 300 is shown.
• the blade 300 is a structure that can be defined by one or more curved surfaces that extend from a first end to a second end.
• a first end is referred to as a leading edge 302 of the blade 300.
• a second end is referred to as a trailing edge 304 of the blade 300.
• a flow direction is oriented in the x-direction as shown in Fig. 3. In other words, the flow direction is in the direction from the leading edge 302 to the trailing edge 304 of the blade 300.
• the blade 300 in Fig. 3 is representative of a
• the blade 300 is shaped such that the trailing edge 304 is oriented towards or in a y-direction, as shown in Fig. 3 (i.e., towards the right).
• the blade 300 includes a first curved surface 306 and a second curved surface 308.
• the first curved surface 306 is concave, which is also representative of a conventional, positive angle stator blade.
• the first curved surface 306 also forms the pressure side of the blade 300.
• the stator blade also varies in thickness between the leading edge 302 and the trailing edge 304.
• the blade 300 can have a maximum thickness represented by thickness, dl .
• the blade 300 can include a minimum thickness, d2.
• a conventional stator blade may have a thickness ratio between the maximum and minimum thicknesses of between about 4: 1 and 7: 1. In some aspects, this ratio may be as low as 3 : 1 , and in other aspects greater than 7: 1. Due to the higher ratio, the conventional stator blade 300 can have a more pointed end near the trailing edge 304, which can facilitate flow about the blade 300.
• a plurality of characteristics of a conventional, positive angle stator blade is illustrated relative to blade thickness.
• a first illustration 400 shows the relationship between blade thickness and Kp.
• Kp refers to a k-factor of the pump that forms part of the torque converter.
• Kp is also referred to as the inverse of pump capacity.
• Kp generally increases as blade thickness increases.
• a curve 402 representative of the relationship of Kp to blade thickness shows the increase in Kp as blade thickness increases.
• the illustration is provided based on scaling of points along the blade 300 by the same factor to increase blade thickness. This same metric is considered in Figs. 5 and 6 as well.
• blade thickness is plotted relative to torque ratio, TR.
• a curve 502 representative of this relationship shows that torque ratio decreases for a conventional, positive angle stator blade 300 as its thickness increases.
• an illustration 600 provides a curve 602 that shows the relationship between blade thickness and maximum deflection.
• engineering strength can be defined as the ability of an object or material to resist
• a conventional, positive angle stator blade 300 is thickened and/or its angle is increased relative to the direction of flow (e.g., + x-direction in Fig. 3), torque ratio and Kp increase.
• Kp is often desired in the range of 50-250 and torque ratio at stall is between 1.8-2.3.
• the positive angle stator blade is often measured based off a camber line 320 in direction of flow that passes through the leading edge 302 and trailing edge 304 of the blade 300.
• the thickness of the blade 300 near the trailing edge of a conventional, positive angle blade 300 is usually desirably narrow to allow fluid flowing along the first surface 306 and the second surface 308 to more easily rejoin at the trailing edge 304 without the flow becoming turbulent. This can desirably avoid turbulent losses, no low pressure zones around the blade, and no recirculation of flow.
• the design of the blade 300 can provide better flow and operating efficiency of the blade 300.
• a conventional, positive angle stator blade 300 can have an angle of approximately 30-75°.
• Efficiency can be a measurement of torque ratio and speed ratio.
• Speed ratio is a value between 0 and 1 , and therefore as torque ratio increases the efficiency likewise increases.
• conventional stators are designed with a positive angle stator blade 300 as shown in Fig. 3.
• efficiency may not be as important as higher horsepower.
• customers often desire greater power performance from their machines or vehicles.
• the present disclosure provides an alternative design to the conventional stator.
• some applications may require a transmission that can withstand 2500 or more horsepower to perform a desired task.
• automated manual and manual transmissions are unable to withstand the power and torque requirements.
• these transmissions often do not include a torque converter or other fluid-coupling device.
• a stator blade 310 is shown in Fig. 3.
• the alternative blade 310 is designed as a negative rake blade.
• the torque converter can remain the same as a conventional torque converter by using the same pump and turbine. This can be advantageous for cost reasons.
• the blade 310 does not introduce any additional space constraints or require any recasting of the blades.
• the pump and turbine can be designed to their relative maximum practical angles (e.g., pump maximum entry angle can be between 60-65° and turbine maximum exit angle can be between -65° and -75°). It has been found that beyond these angles there is a loss of efficiency, torque ratio, and pump capacity.
• the only remaining change for the higher power application is to modify the design of the stator blades or increase the outer diameter of the pump and turbine, which can be detrimental due to a cost increase and space constraint.
• a conventional stator assembly can be redesigned to reduce the number of stator blades, increase blade thickness of each stator blade, and modify each stator blade to a negative rake design as represented by the stator blade 310 in Fig. 3.
• each blade can be thickened. This can be further seen in Fig. 3.
• the negative rake stator blade 310 can include a leading edge 312 and a trailing edge 314.
• the blade 310 also includes a first surface 316 and a second surface 318.
• the pressure side of the stator blade 310, i.e., formed by the second surface 318, is convex-shaped.
• the trailing edge 314 is oriented at a negative angle relative to its camber line 322 and flow direction.
• the modified stator blade 310 can also have an increased overall thickness and a blunt trailing edge 314, both of which are counterintuitive and contrary to most conventional stator blades.
• This design allows the stator blade sufficient structural integrity to withstand fluid forces in the higher power application.
• the modified blade 310 can include a maximum thickness, d3, and a minimum thickness, d4, at the trailing edge 314.
• the trailing edge 314 it can be desirable to form the blade 310 such that it includes a blunt trailing edge, rather than a narrow or pointed trailing edge 304 as in the conventional blade 300.
• the blunt trailing edge can have a thickness of approximately 2.2 times thinner than its thickest part, whereas a conventional stator blade often includes a trailing edge having a thickness of approximately 4-7 times thinner than its thickest part.
• a graphical illustration 700 includes a first curve 702 and a second curve 704 representative of the relationship between speed ratio and torque ratio for a negative rake or negative angle stator blade.
• a torque ratio of at least 1.2 at stall i.e., at a speed ratio of 0
• the first curve 702 represents an analytical study of the relationship between speed ratio and torque ratio utilizing a negative angle blade
• the second curve 704 represents actual test results of a negative angle stator blade.
• the torque ratio is less than that for a conventional stator blade at stall (i.e., less than 1.4 whereas a conventional blade is approximately 1.8-2.3), and torque ratio remains low across all speed ratios. This, of course, in most applications is undesirable because it directly represents a reduction in efficiency.
• FIG. 8 another illustration 800 includes a first curve 802 and a second curve 804.
• the first curve 802 is representative of analytical data and the second curve is representative of actual test data.
• the curves represent the relationship between speed ratio and Kp for a negative angle stator blade.
• the Kp factor is in fact at or below 21 for speed ratios between about 0 and 0.6.
• the embodiments of this disclosure provide a modified stator assembly with negative angle stator blades that include an increased thickness and a blunt trailing edge. It may also be desirable to limit the number of stator blades to approximately 23 or less for a given stator assembly in order to meet flow requirements through the stator.

Landscapes

• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Control Of Fluid Gearings (AREA)
• Structures Of Non-Positive Displacement Pumps (AREA)

Priority Applications (3)

Applications Claiming Priority (1)

Publications (1)

Family

ID=54834017

Family Applications (1)

Country Status (3)

Citations (5)

Family Cites Families (4)

• 2014
  • 2014-06-12 WO PCT/US2014/042125 patent/WO2015191069A1/en active Application Filing
  • 2014-06-12 DE DE112014006735.0T patent/DE112014006735T5/de not_active Ceased
  • 2014-06-12 CN CN201480079746.4A patent/CN106662173A/zh active Pending

Patent Citations (5)

Also Published As

Similar Documents

Legal Events