WO2016017234A1 - 電動パワーステアリング装置 - Google Patents
電動パワーステアリング装置 Download PDFInfo
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- WO2016017234A1 WO2016017234A1 PCT/JP2015/063814 JP2015063814W WO2016017234A1 WO 2016017234 A1 WO2016017234 A1 WO 2016017234A1 JP 2015063814 W JP2015063814 W JP 2015063814W WO 2016017234 A1 WO2016017234 A1 WO 2016017234A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
- B62D5/0466—Controlling the motor for returning the steering wheel to neutral position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
- B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
Definitions
- the present invention relates to an electric power steering apparatus that applies an assist torque to a steering system by PWM control of a motor by an inverter based on a current command value, and in particular, a target return torque according to a steering angle and a vehicle speed, and a virtual steering system
- a current command value and in particular, a target return torque according to a steering angle and a vehicle speed
- a virtual steering system By calculating the target rudder angular velocity from the transfer characteristics according to the characteristics and correcting the current command value with the steering wheel return control current, the steering wheel is actively returned to the neutral point in the driving state to return to the straight running state, and the steering wheel return
- the present invention relates to a highly reliable electric power steering apparatus with improved control functions.
- An electric power steering device that applies an assist torque to a steering mechanism of a vehicle by a rotational force of a motor applies a steering assist force to a steering shaft or a rack shaft by a transmission mechanism such as a gear or a belt via a reduction mechanism. It comes to grant.
- EPS electric power steering device
- Such a conventional electric power steering device (EPS) performs feedback control of motor current in order to accurately generate assist torque.
- the motor applied voltage is adjusted so that the difference between the steering assist command value (current command value) and the motor current detection value is small.
- the adjustment of the motor applied voltage is generally performed by PWM (pulse width). This is done by adjusting the duty of modulation) control.
- a column shaft (steering shaft, handle shaft) 2 of a handle 1 is a reduction gear 3, universal joints 4a and 4b, a pinion rack mechanism 5, a tie rod 6a, 6b is further connected to the steering wheels 8L and 8R via hub units 7a and 7b. Further, the column shaft 2 is provided with a torque sensor 10 for detecting the steering torque Td of the steering wheel 1 and a steering angle sensor 14 for detecting the steering angle ⁇ , and a motor 20 for assisting the steering force of the steering wheel 1 is a reduction gear. 3 is connected to the column shaft 2 through 3.
- the control unit (ECU) 30 that controls the electric power steering apparatus is supplied with electric power from the battery 13 and also receives an ignition key signal via the ignition key 11.
- the control unit 30 calculates a current command value of an assist (steering assist) command based on the steering torque Td detected by the torque sensor 10 and the vehicle speed V detected by the vehicle speed sensor 12, and compensates the current command value.
- the current supplied to the motor 20 is controlled by the voltage control command value Vref subjected to.
- the steering angle sensor 14 is not essential and may not be arranged.
- the control unit 30 is connected to a CAN (Controller Area Network) 50 that transmits and receives various types of vehicle information, and the vehicle speed V can also be received from the CAN 50.
- the control unit 30 can be connected to a non-CAN 51 that exchanges communications, analog / digital signals, radio waves, and the like other than the CAN 50.
- the control unit 30 is mainly composed of a CPU (including MCU, MPU, etc.), and general functions executed by programs in the CPU are as shown in FIG.
- the function and operation of the control unit 30 will be described with reference to FIG. 2.
- the steering torque Td detected by the torque sensor 10 and the vehicle speed V detected by the vehicle speed sensor 12 (or from the CAN 50) are represented by the current command value Iref 1.
- the current command value calculation unit 31 to be calculated is input.
- the current command value calculation unit 31 calculates a current command value Iref1, which is a control target value of the current supplied to the motor 20, using an assist map or the like based on the input steering torque Td and the vehicle speed V.
- the current command value Iref1 is input to the current limiter 33 through the adder 32A, and the current command value Irefm whose maximum current is limited is input to the subtractor 32B, and the deviation I (Irefm) from the fed back motor current value Im. -Im) is calculated, and the deviation I is input to the PI control unit 35 for improving the characteristics of the steering operation.
- the voltage control command value Vref whose characteristics are improved by the PI control unit 35 is input to the PWM control unit 36, and the motor 20 is PWM driven via an inverter 37 as a drive unit.
- the current value Im of the motor 20 is detected by the motor current detector 38 and fed back to the subtraction unit 32B.
- the inverter 37 uses a FET as a drive element, and is configured by a bridge circuit of the FET.
- a compensation signal CM from the compensation signal generator 34 is added to the adder 32A, and the compensation of the steering system system is performed by adding the compensation signal CM to improve the convergence and inertia characteristics.
- the compensation signal generation unit 34 adds the self-aligning torque (SAT) 343 and the inertia 342 by the addition unit 344, and further adds the convergence 341 to the addition result by the addition unit 345, and compensates the addition result of the addition unit 345.
- the signal CM is used.
- the SAT is large in the high vehicle speed range where the SAT is large, the steering angular speed tends to be higher than the low vehicle speed.
- the inertia torque is large because the inertia moment is large, and the steering wheel does not converge at the neutral point of the steering angle. Since the vehicle overshoots, the vehicle characteristics are felt unstable.
- Patent Document 1 Japanese Patent No. 4658557
- a controller configured to follow a target rudder angular velocity calculates a target rudder angular velocity by multiplying the base target rudder angular velocity by vehicle speed and torque and correcting for addition. At the time of steering intervention by the driver, the uncomfortable feeling at the time of driver steering is reduced by correcting the target rudder angular velocity in the direction in which torque is applied.
- the rudder angular velocity should be zero at the rudder angle neutral point without largely varying the rudder angular acceleration.
- the assist torque is generally set so as to decrease as the vehicle speed increases, the correction by the steering torque and the vehicle speed requires a troublesome calculation of a preferable correction amount.
- the present invention has been made under the circumstances as described above, and the object of the present invention is to achieve smoothness without a sense of incongruity by correction based on the steering torque and the vehicle speed in consideration of the vehicle characteristics even during the driver's steering intervention in the straight traveling state. It is an object to provide an electric power steering device capable of realizing proper steering wheel return control.
- the present invention relates to an electric power steering device that calculates a current command value based on a steering torque and a vehicle speed, drives a motor based on the current command value, and assists a steering system by driving control of the motor.
- the object of the present invention is to calculate a steering wheel return control current based on the steering angle, the current command value, the vehicle speed and the steering angular velocity, and drive the motor with a compensation current command value obtained by adding the steering wheel return control current to the current command value.
- a steering wheel return control unit, and the steering wheel return control unit calculates a target return torque based on a steering angle and the vehicle speed; and corrects the target return torque with the steering torque and the assist torque.
- the target return torque calculation unit has a characteristic that the target return torque gradually increases as the rudder angle increases, or the target return torque has the vehicle speed as a parameter. Is a characteristic that increases as the vehicle speed increases, or the steering torque gain is constant until the steering torque reaches a predetermined value T1, and is a predetermined value T2 (> predetermined value T1) above the predetermined value T1.
- the characteristic gradually decreases and becomes 0 when the value exceeds the predetermined value T2, or the viscosity coefficient is constant until the vehicle speed reaches the predetermined value V3, and the predetermined value V4 ( > Predetermined value V3) or less
- the vehicle speed gain is a characteristic that increases gradually and becomes a constant value above predetermined value V4, or
- the speed is constant up to a predetermined value V1, increases gradually below the predetermined value V1 and below the predetermined value V2 (> predetermined value V1), and becomes a constant value above the predetermined value V2 or
- the electric power steering apparatus since a virtual inertia moment and viscosity coefficient can be set in a simple virtual steering system model, when the inertial moment and viscosity coefficient are undesirable as steering system characteristics.
- the steering wheel can be positively returned to the neutral point without a sense of incongruity in the traveling state where the vehicle is returned to the straight traveling state.
- the operation is hindered by friction of the reduction gear and pinion rack for transmitting the auxiliary force, and the steering wheel does not return to the neutral point in spite of the traveling state where it is desired to return to the straight traveling state. It may be difficult to enter a state. Therefore, by correcting (compensating) the current command value with the steering wheel return control current according to the steering angle and the vehicle speed, the steering wheel can be actively returned to the neutral point in the traveling state in which the vehicle returns to the straight traveling state.
- the target return torque (target value) is defined according to the steering angle and the vehicle speed, the steering torque and the assist torque added to the column shaft are added to the target return torque, and the result of the virtual steering is added.
- the target rudder angular velocity is calculated by multiplying the transfer characteristic corresponding to the system characteristic.
- At least one of P (proportional) control, I (integral) control, and D (differential) control is performed on the deviation between the target rudder angular velocity and the actual rudder angular velocity.
- the simple virtual steering system model in the present invention is the sum of the target return torque (target value) Tr, the steering torque Td and the assist torque Ta obtained from the steering angle ⁇ and the vehicle speed V, and the virtual inertia moment of the steering system.
- the target steering angular velocity ⁇ 0 is calculated by multiplying the steering system transfer function according to J and the viscosity coefficient C.
- the virtual inertia moment J and viscosity coefficient C of the steering system can be set, so that the steering system characteristics can be arbitrarily determined. Further, since the virtual steering system model also considers the driver's steering intervention in consideration of the assist torque Ta, it is possible to provide a smooth steering return even when the driver is steering.
- the balance equation of the target return torque Tr, steering torque Td, and assist torque Ta is as follows.
- J is the moment of inertia of the virtual steering system
- C is the viscosity coefficient of the virtual steering system. Since the actual steering angular speed ⁇ is a time derivative of the steering angle ⁇ , the following formula 2 is established.
- Equation 7 Equation 7 below.
- the target rudder angular velocity ⁇ 0 is obtained.
- 1 / (Js + C) means the transfer characteristic of the virtual steering system model
- Tr + Td + Ta means the sum of the target return torque, the steering torque, and the assist torque.
- the vehicle speed gain corresponding to the vehicle speed V is multiplied so that the return performance of the steering wheel and the convergence of the vehicle can be set differently depending on the vehicle speed. Further, the steering wheel return control is mainly required when the steering torque Td applied to the column shaft is small and the influence of the friction torque is relatively large. Therefore, the steering wheel return control is performed when the steering torque Td is large. Control does not require a large output. For this reason, a steering torque gain Th that decreases according to the steering torque Td is multiplied.
- ⁇ 0 as the target rudder angular velocity and performing control according to the deviation between the target rudder angular velocity ⁇ 0 and the actual rudder angular velocity ⁇ , a smooth steering wheel return can be realized, and even when the driver steers Can provide handle return control without any.
- FIG. 3 shows a configuration example of the steering wheel return control unit 100 according to the present invention, in which the steering torque Td is input to the steering torque gain unit 110 and the addition unit 102 that output the steering torque gain Th, and the steering angle ⁇ is the target This is input to a target return torque calculation unit 120 that calculates a target value Tt that is a return torque.
- the vehicle speed V is input to the target return torque calculation unit 120, the vehicle speed gain unit 130 that outputs the vehicle speed gain KP, and the viscosity coefficient output unit 133 that outputs the viscosity coefficient C, and the steering angular speed ⁇ is input to the filter 131. Since the filter 131 is used as a phase advance, it is not necessary if the steering angular speed ⁇ has sufficient response.
- the current command value Iref is multiplied by the gain Kt by the gain unit 111 and input to the adder unit 102 as the assist torque Ta. Therefore, the addition result of the adding unit 102 is the sum of the steering torque Td and the assist
- the target value (target return torque) Tt calculated by the target return torque calculation unit 120 based on the steering angle ⁇ and the vehicle speed V is inverted in sign by the inversion unit 121 and input to the addition unit 101 and added by the addition unit 101.
- the result is added to the addition result of the unit 102 and input to the transfer characteristic unit 122.
- the transfer characteristic unit 122 determines the transfer function from the moment of inertia J and the viscosity coefficient C according to the equation 5, and outputs the target rudder angular velocity ⁇ 0 from the transfer characteristic unit 122 by multiplication, and the target rudder angular velocity ⁇ 0 is added to the subtractor 103. Entered.
- the rudder angular velocity ⁇ a from the filter 131 is subtracted and inputted to the subtracting unit 103, and the deviation SG1 between the target rudder angular velocity ⁇ 0 and the rudder angular velocity ⁇ a as a subtraction result is inputted to the multiplying unit 132.
- the steering torque gain Th output from the steering torque gain unit 110 is input to the multiplication unit 132 and the limiter 142, and the vehicle speed gain KP from the vehicle speed gain unit 130 is also input to the multiplication unit 132 and the limiter 142.
- the steering wheel return control gain SG2 from the multiplication unit 132 obtained by multiplying the deviation SG1 by the steering torque gain Th and the vehicle speed gain KP is input to the addition unit 104 and also to the integration control unit 140 for improving characteristics.
- the signal SG4 which is input to the limiter 142 via the unit 141, and whose output is limited according to the steering torque gain Th and the vehicle speed gain KP by the limiter 142, is added to the steering wheel return control gain SG2 by the adding unit 104, and further for noise removal Is output as a steering wheel return control current HR via the LPF 143 of FIG.
- the integration compensates for the low steering torque range that is easily affected by friction, and makes use of the integration especially in the region where it loses friction by hand.
- the addition unit 105 corrects (compensates) the steering wheel return control current HR by adding it to the current command value Iref, and the corrected compensation current command value Irefn is input to the motor drive system.
- the reversing unit 121, the gain unit 111, and the addition units 101 and 102 constitute a correction unit
- the viscosity coefficient output unit 133 and the transmission characteristic unit 122 constitute a steering system characteristic unit
- the filter 131, the subtraction unit 103, and the multiplication unit 132 constitute a handle return control gain calculation unit
- the integration unit 140, the integral gain unit 141, the limiter 142, the addition unit 104, and the LPF 143 constitute a handle return control current calculation unit.
- the steering torque gain unit 110 has a characteristic as shown in FIG. 4, and outputs a constant value gain Th1 until the steering torque Td exceeds T1, and gradually decreases when the torque exceeds T1, and becomes an output characteristic where the gain becomes zero when T2 or more.
- the target return torque calculator 120 has an output characteristic in which the target value Tt gradually increases as the steering angle ⁇ increases as shown in FIG. 5A, and as shown in FIG. The target value Tt changes with output characteristics that do not increase purely as the vehicle speed V increases.
- the vehicle speed gain unit 130 has the characteristics shown in FIG.
- the viscosity coefficient output unit 133 that varies the viscosity coefficient C according to the vehicle speed V has the characteristics shown in FIG. 7, and is constant at a small viscosity coefficient C1 at least up to the vehicle speed V3, and is higher than the vehicle speed V3 (> V3). ) In the following, it gradually increases and is constant at a large viscosity coefficient C2 above the vehicle speed V4, but is not limited to such characteristics.
- the steering torque Td, the current command value Iref, the vehicle speed V, the steering angle ⁇ , and the steering angular speed ⁇ are input (read) (step S1), and the steering torque gain unit 110 outputs the steering torque gain Th (step S2).
- the gain unit 111 calculates the assist torque Ta by multiplying the current command value Iref by the gain Kt (step S3), adds the steering torque Td by the adding unit 102, and inputs it to the adding unit 101 (step S4).
- the target return torque calculation unit 120 calculates the target value Tt based on the input steering angle ⁇ and the vehicle speed V (step S10), and the reversing unit 121 reverses the sign of the target value Tt (step S11). Are added to the adder 101 to perform addition (step S12).
- the vehicle speed gain unit 130 outputs the vehicle speed gain KP according to the vehicle speed V (step S13), and the viscosity coefficient output unit 133 outputs the viscosity coefficient C according to the vehicle speed V (step S14). Viscous coefficient C is inputted to the transfer characteristics unit 122, is multiplied by the transfer characteristic outputs the target steering angular velocity omega 0, the target steering angular velocity omega 0 is input added to the subtraction unit 103 (step S20).
- the actual steering angular velocity ⁇ is subjected to phase advance processing by the filter 131 and is subtracted and input to the subtracting unit 103 (step S21), and the deviation SG1 from the target steering angular velocity ⁇ 0 obtained by the subtracting unit 104 is input to the multiplying unit 132. Entered.
- a steering torque gain Th and a vehicle speed gain KP are input to the multiplication unit 132, and a steering wheel return control gain SG2 is obtained by multiplying the multiplication torque (Step S22).
- the handle return control gain SG2 is integrated by the integration control unit 140 (step S23), further multiplied by the integration gain KI (step S24), and limited by the limiter 142 (step S30).
- the signal subjected to the limit processing by the limiter 142 is input to the adding unit 104, added to the handle return control gain SG2 (step S31), filtered by the LPF 143 (step S32), and the handle return control current HR is output (step S33). ).
- the adder 105 adds the handle return control current HR to the current command value Iref for correction, and outputs a compensation current command value Irefn (step S33).
- the steering angular velocity can be obtained by the motor angular velocity ⁇ gear ratio, and the transmission characteristics of the virtual steering system model may be varied according to the vehicle speed, the steering angle, and the increase / return / remaining state. Further, a virtual friction characteristic may be added to the virtual steering system model, and the target return torque may be obtained as base target rudder angular velocity ⁇ viscosity coefficient.
- the order of data input, calculation and processing in FIGS. 8 and 9 can be changed as appropriate.
- the I control calculation is performed on the handle return control gain.
- all of the P control calculation, the I control calculation, and the D control calculation can be performed, and at least one of the PIDs can be performed.
- a control calculation may be performed.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Power Steering Mechanism (AREA)
Abstract
Description
ω=dθ/dt
よって、目標舵角速度をω0とすると、
Tr+Td+Ta=sJω0+Cω0
Tr+Td+Ta=(sJ+C)ω0
よって、目標舵角速度ω0は上記数5より
2 コラム軸(ステアリングシャフト、ハンドル軸)
10 トルクセンサ
12 車速センサ
14 舵角センサ
20 モータ
30 コントロールユニット(ECU)
31 電流指令値演算部
33 電流制限部
34 補償信号生成部
35 PI制御部
36 PWM制御部
37 インバータ
50 CAN
100 ハンドル戻し制御部
110 操舵トルクゲイン部
111 ゲイン部
120 目標戻りトルク演算部
121 反転部
122 伝達特性部
130 車速ゲイン部
131 フィルタ
133 粘性係数出力部
140 積分制御部
142 リミッタ
143 ローパスフィルタ(LPF)
Claims (9)
- 操舵トルク及び車速に基づいて電流指令値を演算し、前記電流指令値に基づいてモータを駆動し、前記モータの駆動制御によって操舵系をアシスト制御する電動パワーステアリング装置において、
舵角、前記電流指令値、前記車速及び舵角速度によってハンドル戻し制御電流を演算し、前記ハンドル戻し制御電流を前記電流指令値に加算した補償電流指令値で前記モータを駆動するハンドル戻し制御部を備え、
前記ハンドル戻し制御部が、
舵角及び前記車速に基づいて目標戻りトルクを演算する目標戻りトルク演算部と、前記目標戻りトルクに対して前記操舵トルク及びアシストトルクで補正する補正部と、前記補正部で補正された補正トルク及び粘性係数に基づいて仮想的な操舵系特性に応じた伝達特性を乗算する操舵系特性部と、前記操舵系特性部からの目標舵角速度及び実舵角速度の偏差に車速ゲイン及び操舵トルクゲインを乗算してハンドル戻し制御ゲインを求めるハンドル戻し制御ゲイン算出部と、前記ハンドル戻し制御ゲインに対してP制御演算、I制御演算、D制御演算の少なくとも1つの制御演算を行い、前記車速ゲイン及び操舵トルクゲインによって出力制限して前記ハンドル戻し制御電流を求めるハンドル戻し制御電流演算部とで構成されていることを特徴とする電動パワーステアリング装置。 - 前記目標戻りトルク演算部が、
前記車速をパラメータとして、前記目標戻りトルクは、前記舵角が大きくなるに従って次第に大きくなる特性である請求項1に記載の電動パワーステアリング装置。 - 前記目標戻りトルクは、前記車速が大きくなるに従って大きくなる特性である請求項2に記載の電動パワーステアリング装置。
- 前記操舵トルクゲインは、前記操舵トルクが所定値T1までは一定であり、前記所定値T1以上で所定値T2(>所定値T1)以下では次第に減少し、前記所定値T2以上では0となる特性である請求項1乃至3のいずれかに記載の電動パワーステアリング装置。
- 前記粘性係数は、前記車速が所定値V3までは一定であり、前記所定値V3以上で所定値V4(>所定値V3)以下は次第に増加し、前記所定値V4以上では一定値となる特性である請求項1乃至4のいずれかに記載の電動パワーステアリング装置。
- 前記車速ゲインは、前記車速が所定値V1までは一定であり、前記所定値V1以上で所定値V2(>所定値V1)以下では次第に増加し、前記所定値V2以上では一定値となる特性である請求項1乃至5のいずれかに記載の電動パワーステアリング装置。
- 前記目標舵角速度に対して、前記舵角速度を位相進みフィルタを経て減算するようになっている請求項1乃至5のいずれかに記載の電動パワーステアリング装置。
- 前記ハンドル戻し制御電流の最大値をリミッタで制限する請求項1乃至6のいずれかに記載の電動パワーステアリング装置。
- 前記ハンドル戻し制御ゲインに対してP制御演算及びI制御演算を行うようになっている請求項1乃至8のいずれかに記載の電動パワーステアリング装置。
Priority Applications (4)
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EP15828165.9A EP3025932B1 (en) | 2014-07-31 | 2015-05-13 | Electric power steering device |
CN201580001679.9A CN105555643B (zh) | 2014-07-31 | 2015-05-13 | 电动助力转向装置 |
JP2015553702A JP5896091B1 (ja) | 2014-07-31 | 2015-05-13 | 電動パワーステアリング装置 |
US14/913,818 US9796413B2 (en) | 2014-07-31 | 2015-05-13 | Electric power steering apparatus |
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JP2014-156258 | 2014-07-31 | ||
JP2014156258 | 2014-07-31 |
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US20170137057A1 (en) | 2017-05-18 |
JP5896091B1 (ja) | 2016-03-30 |
US9796413B2 (en) | 2017-10-24 |
EP3025932B1 (en) | 2018-04-04 |
EP3025932A1 (en) | 2016-06-01 |
EP3025932A4 (en) | 2017-04-05 |
CN105555643B (zh) | 2018-01-02 |
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JPWO2016017234A1 (ja) | 2017-04-27 |
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