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
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
  • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
  • F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
  • F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
  • F16F9/18—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
  • F16F9/185—Bitubular units
• • 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
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
  • F16F9/32—Details
  • F16F9/34—Special valve constructions; Shape or construction of throttling passages
• • 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
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
  • F16F9/32—Details
  • F16F9/44—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction
  • F16F9/46—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction allowing control from a distance, i.e. location of means for control input being remote from site of valves, e.g. on damper external wall
• • 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
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
  • F16F9/32—Details
  • F16F9/50—Special means providing automatic damping adjustment, i.e. self-adjustment of damping by particular sliding movements of a valve element, other than flexions or displacement of valve discs; Special means providing self-adjustment of spring characteristics
  • F16F9/516—Special means providing automatic damping adjustment, i.e. self-adjustment of damping by particular sliding movements of a valve element, other than flexions or displacement of valve discs; Special means providing self-adjustment of spring characteristics resulting in the damping effects during contraction being different from the damping effects during extension, i.e. responsive to the direction of movement
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
  • B60G13/02—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally
  • B60G13/06—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type
  • B60G13/08—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type hydraulic
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
  • B60G2202/20—Type of damper
  • B60G2202/24—Fluid damper
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
  • B60G2204/62—Adjustable continuously, e.g. during driving
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
  • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
  • B60G2206/40—Constructional features of dampers and/or springs
  • B60G2206/41—Dampers
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2500/00—Indexing codes relating to the regulated action or device
  • B60G2500/10—Damping action or damper
  • B60G2500/104—Damping action or damper continuous
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2500/00—Indexing codes relating to the regulated action or device
  • B60G2500/10—Damping action or damper
  • B60G2500/11—Damping valves
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
  • B60G2800/16—Running
  • B60G2800/162—Reducing road induced vibrations
• • 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
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F2222/00—Special physical effects, e.g. nature of damping effects
  • F16F2222/12—Fluid damping
• • 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
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F2228/00—Functional characteristics, e.g. variability, frequency-dependence
  • F16F2228/06—Stiffness
  • F16F2228/066—Variable stiffness
• • 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
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F2232/00—Nature of movement
  • F16F2232/08—Linear
• • 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
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F2234/00—Shape
  • F16F2234/02—Shape cylindrical

Definitions

• the present invention relates to a variable-damping hydraulic shock-absorber, particularly for use in a vehicle suspension, as specified in the preamble of independent claim 1.
• the -present invention -relates to a variable-damping hydraulic shock-
• absorber comprising a pair of electronically-controlled valves, made for example as solenoid valves, one of which is arranged to adjust the flow of the damping fluid (typically oil) of the shock-absorber during the compression phase only, while the other is arranged to adjust the flow of the damping fluid during the rebound (or extension) phase only.
• damping fluid typically oil
• shock-absorber of the above-mentioned type is known for example from DE 10 2005 053 394 Al .
• the shock-absorber comprises an outer cylindrical tube, an inner cylindrical tube coaxial to the outer cylindrical tube and defining with the latter a reservoir chamber, a rod which is arranged coaxially to the two cylindrical tubes and partially protrudes therefrom, and a piston which is slidably mounted in the inner cylindrical tube and is attached to the bottom end of the rod.
• the piston divides the internal volume of the inner cylindrical tube into a rebound chamber and a compression chamber, which contain the damping fluid.
• the piston is provided with a first valve assembly comprising a pair of non-return valves, namely a compensation valve, which during the compression phase of the shock-absorber adjusts the flow of the damping fluid from the compression chamber to the rebound chamber, and a rebound valve, which during the rebound phase of the shock-absorber adjusts the flow of the damping fluid from the rebound chamber to the compression chamber.
• a second valve assembly is mounted on the bottom of the inner cylindrical tube and comprises a pair of non-return valves, namely a compression valve, which during the compression phase adjusts the flow of the damping fluid from the compression chamber to the reservoir chamber, and an intake valve, which during the rebound phase adjusts the flow of the damping fluid from the reservoir chamber to the compression chamber.
• the non-return valves of the first valve assembly, as well as those of the second valve assembly are made as passive valves.
• This known shock-absorber further comprises first and second electronically-controlled valves arranged to adjust the flow of the damping fluid during the rebound phase and dur- ing the compression phase, respectively. More specifically, the first electronically-controlled valve is connected on the one hand with the reservoir chamber and on the other with a first intermediate chamber defined between the inner cylindrical tube and a first intermediate cylindrical tube which is radially interposed between the inner cylindrical tube and the outer cylindrical tube, said first intermediate chamber being permanently in fluid communication with the rebound chamber.
• the first electronically-controlled valve is ar- ranged to adjust, during the rebound phase, the flow of the damping fluid from the rebound *
• the second electronically-controlled valve is connected on the one hand with the reservoir chamber and on the other with a second intermediate chamber defined between the inner cylindrical tube and a sec- ond intermediate cylindrical tube which is radially interposed between the inner cylindrical tube and the outer cylindrical tube, said second intermediate chamber being permanently in fluid communication with the compression chamber.
• the second electronically-controlled valve is arranged to adjust, during the compression phase, the flow of the damping fluid from the compression chamber to the reservoir chamber via the second intermediate cham- ber, and hence to adjust the damping force of the shock-absorber during that phase.
• the valve bodies of both the electronically-controlled valves of this known shock-absorber are arranged outside the outer cylindrical tube.
• the shock-absorber known from DE 10 2005 053 394 A 1 has larger sizes than variable-damping shock-absorbers having only one electronically-controlled valve, and is therefore more difficult to mount on board of a vehicle, in particular where the available space is rather small.
• the shock-absorber known from DE 10 2005 053 394 Al is characterized by the presence of a non-return valve, which is placed on the bottom of the first intermediate cylindrical tube, hydraulically in parallel with the first electronically-controlled valve, and allows oil flow only in the direction from the reservoir chamber to the rebound chamber via the first intermediate chamber during the compression phase.
• a non-return valve which is placed on the bottom of the first intermediate cylindrical tube, hydraulically in parallel with the first electronically-controlled valve, and allows oil flow only in the direction from the reservoir chamber to the rebound chamber via the first intermediate chamber during the compression phase.
• said nonreturn valve may be subject to jamming during its opening and closing movements.
• the pres- ence of said non-return valve requires a larger diameter of the first intermediate cylindrical tube, and-therefore a larger diameter of the outer cylindrieal tube, whieh-eauses an increase in the radial size of the shock-absorber with respect to variable-damping hydraulic shock- absorbers having one electronically-controlled valve only.
• the use of two electronically-controlled valves instead of only one, al lows to control the rebound phase and the compression phase of the shock-absorber inde pendently of each other, offers a wider range of adjustment, especially during the compression phase, and also allows a better control of the "high" frequencies (approximately 15 Hz) typical of the vehicle wheels, given that the response of the shock-absorber is very fast by virtue of the possibility to set each electronically-controlled valve in advance, i.e. before the beginning of the respective phase (rebound or compression).
• variable-damping hydraulic shock-absorber having the features defined in the accompany- ing independent claim 1.
• the invention is based on the idea of providing the hydraulic shock-absorber with first and second electronically-controlled valves configured to control the flow of the damping fluid during the rebound phase only and during the compression phase only, re- spectively, wherein the first electronically-controlled valve is arranged inside the body of the shock-absorber, being mounted in particular on the piston or on the rod and being thus drivingly connected for translation with the piston and rod assembly, while the second electronically-controlled valve is arranged outside the body of the shock-absorber.
• the hydraulic shock-absorber according to the invention keeps the above-mentioned advantages of the prior art, related to the use of two electroni- cally-controlled valves to control the flow of the damping fluid during the compression and rebound phases, and also has smaller sizes than the prior art, since only one of the two electronically-controlled valves is arranged outside the body of the shock-absorber.
• Figure 1 is an axial section view schematically showing the architecture of a variable-damping hydraulic shock-absorber according to the present invention.
• shock-absorber a variable-damping hydraulic shock-absorber (hereinafter simply referred to as shock-absorber), intended in particular for use in a vehicle suspen- sion, is generally indicated at 10.
• the shock-absorber 10 basically comprises a cylindrical body 12 (hereinafter imply re- ferred to as body) extending along a longitudinal axis x and a rod 14 which partially pro- trudes (upwards, according to the point of view of a person looking at Figure 1) from the body 12 and is movable axially (that is, along the direction of the longitudinal axis x) with respect to the body 12.
• body 12 hereinafter imply re- ferred to as body
• rod 14 which partially pro- trudes (upwards, according to the point of view of a person looking at Figure 1) from the body 12 and is movable axially (that is, along the direction of the longitudinal axis x) with respect to the body 12.
• the body 12 comprises an inner cylindrical tube 16 and an outer cylindrical tube 18 which are arranged coaxially to each other and enclose a reservoir chamber 20 containing a damping fluid (which is typically oil and therefore will be, for the sake of simplicity, here- inafter referred to as oil) in aTower-portion thereoTand gas in the remaining upper portion.
• a damping fluid which is typically oil and therefore will be, for the sake of simplicity, here- inafter referred to as oil
• Said upper and lower portions of the reservoir chamber are indicated at 20a and 20b, re- spectively.
• a piston 22 is slidably mounted in the inner cylindrical tube 16 and is attached to the bot- tom end of the rod 14.
• the piston 22 divides the internal volume of the inner cylindrical tube 16 into a rebound chamber 24 and a compression chamber 26, which both contain oil.
• the piston 22 is provided with a first valve assembly comprising a pair of non-return valves 28 and 30, namely a compensation valve 28, which allows oil flow only in the di- rection from the compression chamber 26 to the rebound chamber 24, and a rebound valve 30, which allows oil flow only in the direction from the rebound chamber 24 to the com- pression chamber 26.
• a second valve assembly is mounted on the bottom of the inner cylindrical tube 16 and comprises a pair of non-return valves 32 and 34, namely a compres- sion valve 32, which allows oil flow only in the direction from the compression chamber 26 to the reservoir chamber 20, and an intake valve 34, which allows oil flow only in the direction from the reservoir chamber 20 to the compression chamber 26.
• the non-return valves 28 and 30 of the first valve assembly, as well as the non-return valves 32 and 34 of the second valve assembly, are made as passive valves.
• the shock-absorber 10 further comprises a first electronically-controlled valve 40 and a second electronically-controlled valve 42, hereinafter simply referred to as first and second electronic valves, respectively.
• the first electronic valve 40 is preferably made as a two-way solenoid valve and basically comprises, in per-se-known manner, a valve body 44, a closure member 46 movable rela- tive to the valve body 44 and a solenoid 48 arranged to control the movement of the clo- sure member 46 to adjust the oil flow through either way of the valve.
• the solenoid 48 is supplied by an electric wire 49 extending along the longitudinal axis x through the rod 14 (which, for this purpose, is made as a hollow rod).
• the second electronic valve 42 is preferably made as a two-way solenoid valve and basically comprises, in per-se- known manner, a valve body 50, a closure member 52 movable relative to the valve body 50 and a solenoid 54 arranged to control the movement of the closure member 52 to adjust the oil flow through either way of the valve.
• the solenoid 54 is supplied by an electric wire 55.
• the two electronic valves 40 and 42 may be piloted or double-stage valves. It is, in fact, clear that the present invention is not limited to the use of a particular type of electronic valve.
• the first and second electronic valves 40 and 42 may be made both as continuously- controlled proportional valves or both as ON/OFF valves. It may also be envisaged that one of the two valves is a continuously-controlled proportional valve and the other one is an ON/OFF valve.
• the first electronic valve 40 is arranged inside the body 12 of the shock-absorber. More specifically, the first electronic valve 40 is arranged inside the inner cylindrical tube 16, so as to be drivingly connected for translation along the longitudinal axis x with the assembly formed by the rod 14 and the piston 22. In the embodiment schematically shown in Figure 1 , the first electronic valve 40 is mounted on the rod 14, but may alternatively be mounted on the piston 22.
• the first electronic valve 40 controls oil flow from the rebound chamber 24 to the com- pression chamber 26, along a bypass conduit 56 that extends through the piston 22, during the rebound phase of the shock-absorber, working in parallel to the non-return valves 28 and 30 of the first valve assembly provided on the piston 22.
• the first electronic valve 40 is therefore connected at its first way with the rebound chamber 24 and at its second way with the bypass conduit 56.
• the second electronic valve 42 is instead arranged outside the body 12 of the shock- absorber. More specifically, the second electronic valve 42 is arranged outside the outer cylindrical tube 18.
• the second electronic valve 42 controls oil flow from the compression chamber 26 to the reservoir chamber 20 (in particular to the lower portion 20a of that chamber) via the inter- mediate chamber 38, during the compression phase of the shock-absorber, working in par- allel to the non-return valves 32 and 34 of the second valve assembly provided on the bot- tom of the inner cylindrical tube 16.
• the second electronic valve 42 is connect- ed at its first way with the intermediate chamber 38 (and, via that chamber, with the com- pression chamber 26) and at its second way with the reservoir chamber 20.
• shock-absorber 10 operates as follows.
• the oil flow from the rebound chamber 24 to the compression chamber 26 takes place through the first electronic valve 40 and/or the rebound valve 30, which operate in parallel to each other, while the compensation valve 28 remains closed.
• the oil flow from the reservoir chamber 20 to the compression chamber 26 takes place through the second electronic valve 42 and/or the intake valve 34, while the compression valve 32 remains closed.
• the intake valve 34 has a very soft setting, so as to determine a substantially null pressure drop between the reservoir chamber 20 and the compression chamber 26 and thus remain substantially open during the entire rebound phase. Accordingly, the entire oil flow from the reservoir chamber 20 to the compression chamber 26 passes through the intake valve 34, rather than through the second electronic valve 42 that is arranged hydraulically in parallel thereto. Therefore, the second electronic valve 42 does not have substantially any effect on the behaviour of the shock-absorber 10 during the rebound phase, irrespective of the value of the current command applied to the solenoid 54.
• the oil flow from the compression chamber 26 to the reservoir chamber 20 takes place through the second electronic valve 42 and/or the compression valve 32, which operate in parallel to each other, while the intake valve 34 remains closed.
• the oil flow from the compression chamber 26 to the rebound chamber 24 takes place through the first electronic valve 40 and/or the compensation valve 28, while the rebound valve 30 remains closed.
• the compensation valve 28 has a very soft setting, so as to determine a substantially null pressure drop between the compression cham- ber 26 and the rebound chamber 24 and thus remain substantially open during the entire compression phase. Accordingly, the entire oil flow from the compression chamber 26 to the rebound chamber 24 passes through the compensation valve 28, rather than through the first electronic valve 40 that is arranged hydraulically in parallel thereto. Therefore, the first electronic valve 40 does not have substantially any effect on the behaviour of the shock-absorber 10 during the compression phase, irrespective of the value of the current command applied to the solenoid 48.
• the electronic valves 40 and 42 may be both made as non-return valves (in particular, as a valve allowing oil flow only in the direction from the rebound chamber 24 to the compres- sion chamber, 26 insofar as the first electronic valve 40 is concerned, and as a valve allow- ing oil flow only in the direction from the compression chamber 26 to the reservoir cham- ber 20, insofar as the second electronic valve 42 is concerned), since during the compres- sion phase there is no need for the oil flowing from the compression chamber 26 to the re- bound chamber 24 to pass through the first electronic valve 40, while during the rebound phase there is no need for the oil flowing from the reservoir chamber 20 to the compression chamber 26 to pass through the second electronic valve 42.
• the shock-absorber according to the invention allows to control the rebound phase and the compression phase independently of each other, due to the fact that it is provided with two electronic valves: in fact, one of the two valves (in the present case, the first electronic valve 40) controls the rebound phase, while the other valve (in the present case, the second electronic valve 42) controls the compression phase.
• having two electronic valves allows a better control of the high frequencies typical of the move ments of the vehicle wheels (approximately 15 Hz): the response of the shock-absorber will be, in fact, very fast, since it will be possible to set each of the two electronic valves in advance, i.e. before the beginning of the respective phase (rebound or compression).
• a shock-absorber according to the present invention has smaller sizes than the above-discussed prior art, given that only one of the two electronic valves is arranged outside the body of the shock-absorber and that in the present configuration there is no need to use an annular non-return valve to allow oil flow from the reservoir chamber to the rebound chamber during the compression phase.
• This makes it possible to use the shock-absorber even in applications characterized by a reduced available space, in which applications a shock-absorber according to the above-discussed prior art could not be used due to its large sizes.
• a further advantage over the above-discussed prior art is the reduction in the un- sprung masses (i.e. in the masses that move along with the vehicle wheels), since only one electronic valve is mounted on the body of the shock-absorber, and is thus an unsprung mass (the other electronic valve, on the other hand, is mounted on the rod and is thus a sprung mass), and since the shock-absorber comprises one intermediate cylindrical tube only, instead of the two intermediate cylindrical tubes that are provided for in the known shock-absorber discussed above. As is known, a reduction in the unsprung masses allows to improve the dynamic behaviour of the vehicle.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Fluid-Damping Devices (AREA)

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Citations (4)

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• 2018
  • 2018-07-27 IT IT102018000007584A patent/IT201800007584A1/it unknown
• 2019
  • 2019-07-26 US US17/263,657 patent/US11761508B2/en active Active
  • 2019-07-26 CN CN201980050182.4A patent/CN112513492B/zh active Active
  • 2019-07-26 WO PCT/IB2019/056386 patent/WO2020021500A1/en not_active Ceased
  • 2019-07-26 JP JP2021504387A patent/JP7495925B2/ja active Active
  • 2019-07-26 EP EP19758811.4A patent/EP3830444B1/en active Active

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