WO2016141940A1 - Verfahren zur adaption eines kupplungsmodells einer automatisierten kupplung durch anpassung eines reibwertes der kupplung - Google Patents
Verfahren zur adaption eines kupplungsmodells einer automatisierten kupplung durch anpassung eines reibwertes der kupplung Download PDFInfo
- Publication number
- WO2016141940A1 WO2016141940A1 PCT/DE2016/200120 DE2016200120W WO2016141940A1 WO 2016141940 A1 WO2016141940 A1 WO 2016141940A1 DE 2016200120 W DE2016200120 W DE 2016200120W WO 2016141940 A1 WO2016141940 A1 WO 2016141940A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- clutch
- slip
- friction
- speed
- coefficient
- Prior art date
Links
Classifications
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10412—Transmission line of a vehicle
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/108—Gear
- F16D2500/1081—Actuation type
- F16D2500/1085—Automatic transmission
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30402—Clutch friction coefficient
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30406—Clutch slip
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3041—Signal inputs from the clutch from the input shaft
- F16D2500/30415—Speed of the input shaft
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3042—Signal inputs from the clutch from the output shaft
- F16D2500/30421—Torque of the output shaft
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3042—Signal inputs from the clutch from the output shaft
- F16D2500/30426—Speed of the output shaft
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3065—Torque of the engine
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3067—Speed of the engine
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/308—Signal inputs from the transmission
- F16D2500/3081—Signal inputs from the transmission from the input shaft
- F16D2500/30816—Speed of the input shaft
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/308—Signal inputs from the transmission
- F16D2500/3082—Signal inputs from the transmission from the output shaft
- F16D2500/30825—Speed of the output shaft
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/708—Mathematical model
- F16D2500/7082—Mathematical model of the clutch
Definitions
- the invention relates to a method for adapting a clutch model of an automated clutch by adjusting a coefficient of friction of the clutch, in which a current coefficient of friction during a slipping phase of the clutch is determined, wherein the adjustment of the coefficient of friction is exceeded when exceeding a predetermined slip speed threshold by the current slip speed.
- a clutch which is arranged between an internal combustion engine and a transmission and transmits the moment of the internal combustion engine to the power train, must be controlled as precisely as possible. Since the coupling has time-varying properties, for example under the influence of a change in temperature, a coupling model is required, which must be adapted on a regular basis. An adaptation of the coefficient of friction of the clutch model can only be adapted if there is a reliably detectable clutch slip.
- DE 10 2010 024 941 A1 discloses a method for controlling a dual-clutch transmission with two partial drive trains, each of which can be coupled by means of a clutch to an internal combustion engine.
- a touch point of the clutch is determined independently of the engine torque. This touch point is therefore determined during commissioning of the vehicle and adapted during operation of the vehicle.
- a method and a device for adapting a hybrid disconnect clutch in a vehicle hybrid powertrain are known in which the internal combustion engine is shut down and after switching off the internal combustion engine, the hybrid disconnect clutch is opened. Subsequently, a time gradient of the speed of the internal combustion engine is detected when the engine and the hybrid disconnect clutch is off. When partially closing the hybrid disconnect clutch, as soon as the engine speed has fallen below a predetermined value, the time gradient of the engine speed in the partially-closed clutch is determined. Subsequently, the Characteristic of the hybrid disconnect clutch based on the determined, transmitted from the partially closed hybrid disconnect clutch torque adapted.
- the clutch characteristic is characterized by a touch point and a coefficient of friction, both of which must be adjusted due to changing conditions of the vehicle and the clutch.
- Fig. 3 the common strategy in the occurrence of a status "precise” and “imprecise” of the speed signals of the internal combustion engine or the transmission input shaft is illustrated.
- the clutch actuation behaves “precisely” when the signal status is transmitted as described in connection with Section C.
- the slip speed threshold n s for the friction coefficient remains untouched in this case, on the other hand, as shown in section D, the transmitted signal jam is "imprecise” no friction value adaptation takes place even if the slip exceeds the range ss in which can not be safely distinguished between slip and adhesion of the clutch. This is indicated by the adaptation bit b a equal to zero.
- the object of the invention is to provide a method for adapting a clutch model of an automated clutch by adapting a coefficient of friction. Admit in which a friction value determination is made possible by a reliable distinction between a slip and a liability of the clutch.
- the object is achieved in that the slip speed threshold for adjusting the coefficient of friction in dependence on a status "imprecise speed signals of an internal combustion engine or a transmission input shaft" is increased.
- the increase in the slip speed threshold ensures that it is not necessary to dispense with all adaptation situations, but only those that are below the increased slip speed threshold.
- By increasing the slip speed threshold a likelihood of confusion of slip and adhesion situations of the clutch is reliably prevented.
- the slip speed threshold is thereby increased so that it can be safely assumed that the clutch is in a slipping state when the increased slip speed threshold is exceeded by the slip.
- the slip speed threshold for adjusting the coefficient of friction is increased depending on the status of "imprecise speed signals of the engine or transmission input shaft.” This supports the situation in which clutch slip is artificially induced and additional adaptation periods are provided for the clutch model.
- the current coefficient of friction is determined by an adjustment of a clutch torque against a moment of the internal combustion engine.
- the friction coefficient adjustment is terminated when the current slip speed falls below the raised slip speed threshold.
- the period for adaptation can be reliably limited.
- 1 is a schematic diagram of a dual-clutch transmission
- 2 shows an embodiment of the method according to the invention
- Fig. 3 shows an embodiment of the method according to the prior art.
- Fig. 1 shows a schematic diagram of a dual-clutch transmission 1, as used in motor vehicles.
- This dual-clutch transmission 1 is connected to the engine 2 and has two sub-strands 3 and 4.
- the first sub-string 3 carries the odd gears 7, while the second sub-string 4 includes the even gears 8.
- the gears 7 and 8 are in case of need connected to a transmission input shaft 9, 10 of a transmission 1 1, which drives the drive wheels 14 via a differential 12 and a drive shaft 13.
- a rotational speed n v of the internal combustion engine 2 is detected by a rotational speed sensor 16, while a rotational speed n G of the transmission input shaft 9 is measured with a rotational speed sensor 17. Both speed sensors 16, 17 are connected to the control unit 15.
- a gear 7 of a sub-string 3 is connected to the transmission input shaft 9, while the gear 8 of the other sub-string 4 is inserted.
- the behavior of the two clutches 5, 6 must be precisely adjusted to avoid interference.
- Each of the clutches 5, 6 is controlled via a clutch model, which is stored in the control unit 15.
- One parameter of the clutch model is a coefficient of friction, which should be adapted regularly during operation of the vehicle.
- the clutch 5 operates in a slipping state and transmits a clutch torque. This clutch torque is adjusted during the slipping phase of the clutch 5 with the torque of the internal combustion engine 2 and determines the coefficient of friction.
- the engine speed n v and the transmission input shaft speed n G are evaluated. Is the status of the combustion engine speed n v or the transmission input speed n G "precise" (FIG. 2, section A), it is assumed that the slip speed range ss, in which the slip of the clutch 5 can not be reliably detected and confused with a liability of the clutch 5 a Adaptionsbit b a (Fig. 2a), is very small. exceeds the slip speed k s a preset slippage speed threshold n s, it is set which allows the adaptation of the coefficient of friction. the rotational speed n K of the coupling which n is the rotational speed v of the engine 2, is in this range above the speed n G of the transmission input shaft 9.
- Fig. 2c which shows the slip of the clutch 5 over time t
- the slip speed range ss in which a small slip of the clutch 5 occurs and where a confusion of the slip is a liability engagement of the clutch possible very small.
- the slip speed k s is the slip speed threshold n s Overwr itet, the coefficient of friction is adapted.
- the target speed of the slip k s for the slip request remains unchanged.
- Section B shows the behavior of the speeds when the status of either the engine speed n v or the transmission input speed n G becomes "imprecise.” That is, the speeds have, for example, an offset error and / or a time delay
- the minimum slipping speed threshold for adaptations is also increased raised slip speed threshold n s s is exceeded by the actual slip speed k which Adaptionsbit b 2 b is also a set for permitting the Reibwertanpassung.
- the target slip is lifted n z for Reibwertanpassung. as a result, as shown in FIG., that the slip speed k s is increased over time ,
- the coefficient of friction can also be adapted in the status "imprecise speed signals", whereby the clutch model can always follow the changed coefficient of friction characteristics.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112016001112.1T DE112016001112B4 (de) | 2015-03-10 | 2016-03-07 | Verfahren zur Adaption eines Kupplungsmodells einer automatisierten Kupplung durch Anpassung eines Reibwertes der Kupplung |
JP2017547098A JP2018509574A (ja) | 2015-03-10 | 2016-03-07 | 自動クラッチのクラッチモデルを当該クラッチの摩擦値の調整によって適応するための方法 |
CN201680014692.2A CN107429762B (zh) | 2015-03-10 | 2016-03-07 | 用于通过调整离合器的摩擦系数来适配自动离合器的离合器模型的方法 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102015204224.3 | 2015-03-10 | ||
DE102015204224 | 2015-03-10 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2016141940A1 true WO2016141940A1 (de) | 2016-09-15 |
Family
ID=55640495
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2016/200120 WO2016141940A1 (de) | 2015-03-10 | 2016-03-07 | Verfahren zur adaption eines kupplungsmodells einer automatisierten kupplung durch anpassung eines reibwertes der kupplung |
Country Status (4)
Country | Link |
---|---|
JP (1) | JP2018509574A (de) |
CN (1) | CN107429762B (de) |
DE (2) | DE102016203624A1 (de) |
WO (1) | WO2016141940A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20220135020A1 (en) * | 2019-03-06 | 2022-05-05 | Schaeffler Technologies AG & Co. KG | Method for actively changing the frictional value of a hybrid disconnect clutch installed in a power train of a vehicle |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102017207037B4 (de) * | 2017-04-26 | 2020-12-17 | Audi Ag | Verfahren zum Betreiben einer Kupplung eines Antriebsstrangs für ein Kraftfahrzeug sowie Kraftfahrzeug mit einem Antriebsstrang |
JP7429510B2 (ja) | 2019-09-20 | 2024-02-08 | 株式会社小松製作所 | 作業機械の伝達システム、作業機械、および作業機械における伝達システムの寿命予測方法 |
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DE10129068A1 (de) * | 2001-06-15 | 2002-12-19 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Steuern und/oder Regeln des Schlupfes einer Kupplung |
WO2007148203A2 (en) * | 2006-06-20 | 2007-12-27 | Eaton Corporation | Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain |
WO2008064633A1 (de) | 2006-11-27 | 2008-06-05 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Verfahren und vorrichtung zum adaptieren einer trennkupplung in einem fahrzeughybridantriebsstrang |
DE102008053542A1 (de) * | 2008-10-28 | 2010-04-29 | Conti Temic Microelectronic Gmbh | Verfahren zur Adaption des Sollschlupfes bei einer Reibungskupplung |
DE102010024941A1 (de) | 2009-07-16 | 2011-01-20 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Kupplungstastpunkte |
WO2011020461A1 (de) * | 2009-08-20 | 2011-02-24 | Schaeffler Technologies Gmbh & Co. Kg | Verfahren zur steuerung eines automatisierten kupplungssystems |
DE102011116311A1 (de) * | 2011-10-18 | 2012-05-16 | Daimler Ag | Verfahren zur Steuerung und/oder Regelung einer Reibeinheit |
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DE19504935A1 (de) | 1994-02-23 | 1995-08-24 | Luk Getriebe Systeme Gmbh | Verfahren zum Steuern eines Drehmomenten-Übertragungssystems |
DE19849841A1 (de) | 1997-11-03 | 1999-05-06 | Luk Getriebe Systeme Gmbh | Verfahren zum Bestimmen von Schlupf |
DE10045757A1 (de) * | 2000-09-15 | 2002-03-28 | Bosch Gmbh Robert | Verfahren und Einrichtung zum Betrieb einer Kupplung |
US6701241B2 (en) * | 2000-09-15 | 2004-03-02 | Robert Bosch Gmbh | Method and device for operating a clutch |
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WO2003006841A2 (de) * | 2001-07-12 | 2003-01-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Verfahren zum adaptieren der einstellung einer kupplung in einem unkonventionellen antriebsstrang eines fahrzeugs |
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DE102011080716B4 (de) | 2010-08-30 | 2021-02-25 | Schaeffler Technologies AG & Co. KG | Verfahren zur Steuerung einer Reibungskupplung |
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-
2016
- 2016-03-07 DE DE102016203624.6A patent/DE102016203624A1/de not_active Withdrawn
- 2016-03-07 CN CN201680014692.2A patent/CN107429762B/zh active Active
- 2016-03-07 WO PCT/DE2016/200120 patent/WO2016141940A1/de active Application Filing
- 2016-03-07 DE DE112016001112.1T patent/DE112016001112B4/de active Active
- 2016-03-07 JP JP2017547098A patent/JP2018509574A/ja active Pending
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DE10129068A1 (de) * | 2001-06-15 | 2002-12-19 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Steuern und/oder Regeln des Schlupfes einer Kupplung |
WO2007148203A2 (en) * | 2006-06-20 | 2007-12-27 | Eaton Corporation | Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain |
WO2008064633A1 (de) | 2006-11-27 | 2008-06-05 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Verfahren und vorrichtung zum adaptieren einer trennkupplung in einem fahrzeughybridantriebsstrang |
DE102008053542A1 (de) * | 2008-10-28 | 2010-04-29 | Conti Temic Microelectronic Gmbh | Verfahren zur Adaption des Sollschlupfes bei einer Reibungskupplung |
DE102010024941A1 (de) | 2009-07-16 | 2011-01-20 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Kupplungstastpunkte |
WO2011020461A1 (de) * | 2009-08-20 | 2011-02-24 | Schaeffler Technologies Gmbh & Co. Kg | Verfahren zur steuerung eines automatisierten kupplungssystems |
DE102011116311A1 (de) * | 2011-10-18 | 2012-05-16 | Daimler Ag | Verfahren zur Steuerung und/oder Regelung einer Reibeinheit |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20220135020A1 (en) * | 2019-03-06 | 2022-05-05 | Schaeffler Technologies AG & Co. KG | Method for actively changing the frictional value of a hybrid disconnect clutch installed in a power train of a vehicle |
Also Published As
Publication number | Publication date |
---|---|
DE102016203624A1 (de) | 2016-09-15 |
DE112016001112A5 (de) | 2017-11-30 |
CN107429762A (zh) | 2017-12-01 |
CN107429762B (zh) | 2019-07-26 |
DE112016001112B4 (de) | 2023-02-02 |
JP2018509574A (ja) | 2018-04-05 |
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