WO2021176467A1 - Ensemble embrayage centrifuge à double action et procédé associé - Google Patents

Ensemble embrayage centrifuge à double action et procédé associé Download PDF

Info

Publication number
WO2021176467A1
WO2021176467A1 PCT/IN2021/050199 IN2021050199W WO2021176467A1 WO 2021176467 A1 WO2021176467 A1 WO 2021176467A1 IN 2021050199 W IN2021050199 W IN 2021050199W WO 2021176467 A1 WO2021176467 A1 WO 2021176467A1
Authority
WO
WIPO (PCT)
Prior art keywords
members
engaging
retention
driven
clutch assembly
Prior art date
Application number
PCT/IN2021/050199
Other languages
English (en)
Inventor
Rajeev S HUNDEKAR
Original Assignee
Preusse Powertrain Innovations Pvt Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Preusse Powertrain Innovations Pvt Ltd filed Critical Preusse Powertrain Innovations Pvt Ltd
Publication of WO2021176467A1 publication Critical patent/WO2021176467A1/fr

Links

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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/14—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members
    • F16D43/18—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members with friction clutching members

Definitions

  • the embodiments herein relate to a centrifugal clutch assembly for use in applications such as automotive and industrial machine.
  • a forced air induction system of an engine is used to provide compressed air to the engine to produce more power thereby increasing the efficiency and performance of the engine.
  • Some forced air induction systems of the engine uses a supercharger which is an air compressor driven by the engine to provide compressed air to the engine.
  • Superchargers are mechanically driven by the engine and impart a mechanical load on the engine.
  • Other forced air induction systems of the engine uses a turbocharger which is driven by exhaust gases from the engine. Though, turbocharger does not impart a direct mechanical load on the engine, turbochargers is subjected to exhaust back pressure on engines thereby increasing pumping losses. Turbo lag occurs because turbochargers rely on the buildup of exhaust gas pressure to drive a turbine of the turbocharger.
  • the exhaust gas pressure of the engine at idle, low engine speeds, or low throttle is usually insufficient to drive the turbine of the turbocharger. Only when the engine reaches sufficient speed, the turbine spins fast enough to rotate the turbocharger compressor to provide compressed air with intake pressure above atmospheric pressure. Therefore, the turbocharger is effective at higher speeds of the engine whereas the supercharger is effective at lower speeds of the engine.
  • Most superchargers include an integral step up gearbox to increase the speed of the air compressor to achieve optimal compressor efficiency.
  • the step up gearbox is complex in design and expensive. In most cases, the supercharger gearbox is a fixed high ratio gearbox and the supercharger is required to be disengaged from the engine to reduce the traction load of driving the supercharger when the engine is operating at higher speeds.
  • engines are provided with both the supercharger and the turbocharger.
  • a centrifugal clutch is used to engage the supercharger with the engine when the crankshaft of the engine is rotating at the lower speed.
  • the centrifugal clutch disengages the supercharger from the engine and the turbocharger provides compressed air to the engine when the crankshaft is rotating at higher speeds.
  • the centrifugal clutch is used to transmit the motion and torque of mechanical rotary power from the engine to the supercharger by engaging a driven section of the centrifugal clutch with a driving section of the centrifugal clutch by virtue of action by the centrifugal forces generated in the centrifugal clutch.
  • the centrifugal clutch includes flyweights which move radially outwards to engage with a drum connecting the driven section with the driving section of the centrifugal clutch.
  • the speed at which the engagement is desired is predetermined which in turn defines the mass of the flyweights and the springs to ensure such engagements.
  • the centrifugal clutch once engaged at a predetermined rotational speed cannot be there after disengaged at a higher rotational speed than the rotational speed at which it was engaged prior. Therefore, the rotational speed of the driving section of the centrifugal clutch was reduced to disengage the driven section from the driving section of the centrifugal clutch.
  • the principal object of an embodiment herein is to provide a centrifugal clutch assembly for use in applications such as automotive and industrial machines.
  • Another object of an embodiment herein is to provide a method of operation of a centrifugal clutch assembly.
  • Another object of an embodiment is to provide a centrifugal clutch assembly in a supercharger of an engine.
  • Another object of an embodiment herein is to provide a centrifugal clutch assembly for automatic engagement and disengagement of a supercharger when the engine is operated at a lower speed and a higher speed respectively.
  • Another object of an embodiment herein is to provide a centrifugal clutch assembly for use in a twin charged engine.
  • Another object of an embodiment herein is to provide a dual action centrifugal clutch assembly, where one action of the centrifugal clutch assembly being engaging a driving section with a driven section of the centrifugal clutch assembly when the driving section is at a first predetermined rotational speed and there after second action of the centrifugal clutch assembly being disengaging of the driven section from the driving section of the centrifugal clutch assembly when the driving section of the centrifugal clutch assembly is at a second predetermined rotational speed that being higher rotational speed as compared to the rotational speed at which the driven section was engaged earlier.
  • Another object of an embodiment herein is to provide a centrifugal clutch assembly, which enables automatic disengagement of a driven section of the centrifugal clutch assembly from a driving section of the centrifugal clutch assembly when the driving section of the centrifugal clutch assembly is at a higher rotational speed.
  • the same objective can also be achieved through adapting “freewheel clutch mechanism /one way clutch / overrunning clutch mechanism” in place of driven section of centrifugal clutch assembly.
  • Another object of an embodiment herein is to provide a centrifugal clutch assembly, which is reliable and enables precise operability.
  • Another object of an embodiment herein is to provide a centrifugal clutch assembly, which reduces undesired energy losses.
  • Another object of an embodiment herein is to provide a compact and light weight centrifugal clutch assembly, which is easy to install and is inexpensive.
  • FIG. 1 depicts a front view of a centrifugal clutch assembly, according to embodiments as disclosed herein;
  • Fig. 2 depicts a cross sectional view of the centrifugal clutch assembly along the section line A-A of fig. 1, according to embodiments as disclosed herein;
  • Fig. 3 depicts a cross sectional view of the centrifugal clutch assembly along the section line C-C of fig. 2, according to embodiments as disclosed herein;
  • Fig. 4 depicts a cross sectional view of the centrifugal clutch assembly along the section line B-B of fig. 2, where the centrifugal clutch assembly is in an engaged position, according to embodiments as disclosed herein;
  • Fig. 5 depicts a cross sectional view of the centrifugal clutch assembly along the section line B-B of fig. 2, where the centrifugal clutch assembly is in a disengaged position, according to embodiments as disclosed herein;
  • Fig. 6 depicts a schematic diagram of the centrifugal clutch assembly being used in a twin charged engine, according to embodiments as disclosed herein;
  • Fig. 7 depicts a flowchart indicating a method of operation of the centrifugal clutch assembly, according to another embodiment as disclosed herein.
  • inventions herein achieve a centrifugal clutch assembly for use in applications such as automotive and industrial machine. Further, embodiments herein achieve a centrifugal clutch assembly for automatic engagement and disengagement of a supercharger with respect to an engine when the engine is operated at a lower speed and a higher speed respectively.
  • Fig. 2 depicts a cross sectional view of the centrifugal clutch assembly (100) along the section line A-A of fig. 1, according to embodiments as disclosed herein.
  • Fig. 3 depicts a cross sectional view of the centrifugal clutch assembly (100) along the section line C-C of fig. 2, according to embodiments as disclosed herein.
  • the centrifugal clutch assembly (100) as shown in fig. 1 to fig.
  • 6) includes an input member (102), a plurality of bearings (103A, 103B), a rotatable member (104), a support member (105), a plurality of first engaging members (106), a plurality of first resilient members (108), a plurality of first retention members (110), a driven member (112), a plurality of second engaging members (114), a plurality of second resilient members (116), a plurality of second retention members (118) and an output member (120).
  • the centrifugal clutch assembly (100) is explained herein below with reference to automatic engagement and disengagement of a supercharger (10S), as shown in fig. 6) with respect to an engine (10), as shown in fig.
  • centrifugal clutch (100) for automatic engagement and disengagement of rotary members used in automotive, industrial machines, displacement fluid pumps, screw compressors, rotary blowers, other similar devices and any other applications without otherwise deterring the intended function of the centrifugal clutch assembly (100) as can be deduced from the description and corresponding drawings.
  • the input member (102), the rotatable member (104), the plurality of first engaging members (106) and the plurality of first retention members (110) forms the driving section of the centrifugal clutch assembly (100).
  • the driven member (112), the plurality of second engaging members (114), the plurality of second retention members (118) and the output member (120) forms the driven section of the centrifugal clutch assembly (100).
  • the engine (10) includes but not limited to a crankshaft (IOC), a supercharger (10S), a turbocharger (10T) and a valve (10V).
  • the supercharger (10S) is driven by the crankshaft (IOC) of the engine (10) through the centrifugal clutch assembly (100).
  • the turbocharger (10T) is driven by exhaust gases from the engine (10).
  • the supercharger (10S) is adapted to provide compressed air to the engine (10) when the crankshaft (IOC) is rotating at a lower speed.
  • the range of the lower speed of the engine is from 600 to 700 rpm. It is also within the scope of the invention to increase or decrease the range value for the lower speed of the engine based on the requirement, design and engine configuration.
  • the turbocharger (10T) is adapted to provide compressed air to the engine when the crankshaft (IOC) is rotating at a higher speed.
  • the range of higher speed of the engine (10) is from 1900 to 2000 rpm. It is also within the scope of the invention to increase or decrease the range value for the higher speed of the engine based on the requirement, design and engine configuration.
  • the valve (10V) is adapted to regulate the flow of compressed air from at least one of the supercharger (10S) and the turbocharger (10T) to the engine (10) based on the speed of the engine (10).
  • the input member (102) is driven by the crankshaft (IOC), as shown in fig. 6) of the engine (10).
  • the input member (102) is rotatably connected to the crankshaft (IOC) by using any of belts, chains and any other linkages.
  • the input member (102) is considered to be a pulley.
  • the input member (102) is freely mounted onto the driven member (112) through the bearing (103B).
  • the input member (102) drives the rotatable member (104).
  • the rotatable member (104) is connected to the input member (102).
  • the support member (105) is secured to the output member (120) by using a bolt.
  • the support member (105) is adapted to support one end of the bearing (103A).
  • the bearing (103A) is adapted to freely mount the driven member (112) onto the output member (120).
  • the bearing (103B) is adapted to freely mount the input member (102) and the rotatable member (104) onto the driven member (112).
  • the rotatable member (104), the plurality of first engaging members (106) and the plurality of first retention members (110) are freely rotating with respect to the output member (120).
  • the rotatable member (104) is freely mounted onto the driven member (112) through the bearing (103B).
  • the rotatable member (104) is driven by the input member (102).
  • the rotatable member (104) is considered to be a rotatable hub.
  • the rotatable member (104) is freely mounted on the output member (120) through the driven member (112) and the beatings (103A, 103B).
  • the rotatable member (104) is adapted to hold and support the plurality of first engaging members (106).
  • Each first engaging member (106) is positioned diametrically opposite to the other first engaging member (106) on the rotatable member (104).
  • Each first engaging member (106) is located between the rotatable member (104) and corresponding first retention member (110).
  • the plurality of first engaging members (106) are movably engaged with the rotatable member (104).
  • each first engaging member (106) is considered to be a flyweight.
  • the plurality of first retention members (110) and the plurality of first resilient members (108) are adapted to retain the plurality of first engaging members (106) on the rotational member (104) at a predetermined position.
  • each first retention member (110) is considered to be a liner and each resilient member (108) is considered to be a spring.
  • the first retention members (110) are located between the first engaging members (106) and the driven member (112).
  • the plurality of first retention members (110) is selectively at least one of engaged and disengaged with respect to the driven member (112) based on the speed of the input member (102) corresponding to the speed of crankshaft (IOC) of the engine (10).
  • Each first retention member (110) is engaged with an outer portion of corresponding each first engaging member (106).
  • One end of each first resilient member (108) is connected to corresponding first retention member (110) and another end of the first resilient member (108) is connected to corresponding another first retention member (110).
  • the driven member (112) is freely rotating with respect to the output member (120).
  • the driven member (112) is considered to be a drum.
  • the driven member (112) is freely mounted onto the output member (120) through the bearing (103 A).
  • the driven member (112) is adapted to house the plurality of first retention members (110), the plurality of first resilient members (108) and the plurality of first engaging members (106) at an input side of the driven member (112).
  • the driven member (112) is adapted to house the plurality of second retention members (118), the plurality of second resilient members (116) and the plurality of second engaging members (114) at an output side of the driven member (112).
  • the driven member (112) includes a common partition wall (112W), as shown in fig. 2) which is adapted to separate the plurality of first retention members (110) and the plurality of first engaging members (106) from the plurality of second retention members (118) and the plurality of second engaging members (114).
  • the plurality of second engaging members (114) is movably engaged with the driven member (112). Each second engaging member (114) is adapted to be engaged with corresponding each second retention member (118). For the purpose of this description and ease of understanding, each second engaging member (114) is considered to be a flyweight. Each second engaging member (114) is positioned diametrically opposite to other second engaging member (114) in the driven member (112). Each second engaging member (114) is located between the driven member (112) and corresponding second retention member (118).
  • the plurality of second retention members (118) is adapted to be selectively at least one of engaged and disengaged with respect to the output member (120) based on the speed of the input member (102) corresponding to the speed of crankshaft (IOC) of the engine (10).
  • Each second retention members (118) is adapted to be engaged with an inner portion of corresponding each second engaging member (114).
  • each second retention member (118) is considered to be a liner and each second resilient member (116) is considered to be a spring.
  • Each second retention member (118) is located between the output member (120) and corresponding second engaging member (114).
  • the plurality of second resilient members (116) and the plurality of second retention members (118) are adapted to retain the plurality of second engaging members (114) in the driven member (112) at a predetermined position.
  • One end of each second resilient member (116) is connected to corresponding second engaging members (114) and another end of the second resilient member (116) is connected to corresponding another second engaging member (114).
  • the output member (120) is considered to be an output shaft which is coupled to an air compressor of the supercharger (10S).
  • centrifugal clutch assembly (100) when the crankshaft (IOC) of the engine (10) is rotating at the lower speed is as follows.
  • the input member (102) is driven by the crankshaft (IOC) of the engine (10) and the input member (102) in turn rotates the rotatable member (104), the plurality of first engaging members (106) and the plurality of first retention members (110).
  • the centrifugal force on the plurality of first engaging members (106) exceeds the tensile force of the plurality of first resilient members (108).
  • the plurality of first engaging members (106) moves outwardly therein to move the plurality of first retention members (110) towards the driven member (112) thereby engaging the plurality of first retention members (110) with the driven member (112), as shown in fig. 3) to rotate the driven member (112).
  • the driven member (112) in turn rotates the output member (120) through the plurality of second engaging members (114) and the plurality of second retention members (118).
  • the rotational position of plurality of second engaging members (114) and the plurality of second retention members (118) being engaged to output member (120) is as shown in Fig 4.
  • the output member (120) in turn drives the air compressor of the supercharger (10S) to provide compressed air to an air intake system of the engine (10) through the valve (10V).
  • centrifugal clutch assembly (100) when the crankshaft (IOC) of the engine (10) is rotating at the higher speed is as follows. With increase in rotational speed of the input member (102) greater than the first predetermined speed (SI) of the input member (102), the plurality of first retention members (110) remains in engagement with the driven member (112) thereby driving the output member (120). As, the rotational speed of the input member (102) reaches a second predetermined speed (S2) corresponding to higher speed of the engine (10), the centrifugal force on the plurality of second engaging members (114) exceeds the tensile force of the plurality of second resilient members (116).
  • the plurality of second engaging members (114) move outwardly therein to move the plurality of second retention members (118) away from the output member (120) thereby disengaging the plurality of second retention members (118) from the output member (120), as shown in fig. 5) to disengage the supercharger (10S) from the engine (10).
  • the turbocharger (10T) provides compressed air to the air intake system of the engine (10) through the valve (10V).
  • the centrifugal forces on the plurality of second engaging members (114) reduces below the tensile forces of the plurality of the second resilient means (116).
  • the plurality of second engaging members (114) moves inwardly therein to move the plurality of second retention members (118) towards the output member (120) thereby engaging the plurality of second retention members (118) with the output member (120) which in turn drives the air compressor of the supercharger (10S) to provide compressed air to an air intake system of the engine (10) through the valve (10V) when the crankshaft (IOC) of the engine (10) is rotating at the lower speed.
  • the centrifugal forces on the plurality of first engaging members (106) reduces below the tensile forces of the plurality of the first resilient means (108).
  • the plurality of first engaging members (114) moves inwardly therein to move the plurality of first retention members (110) away from the driven member (112) to dis-engage the plurality of first retention members (110) from the driven member (112) thereby disengaging input member (102) from the output member (120).
  • the driven section (driven member (112), second engaging members (114), second retention members (118), second resilient means (116) and output member (120)) of the centrifugal clutch assembly (100) can be replaced by a “freewheel clutch mechanism /one way clutch / overrunning clutch mechanism” to achieve the same result.
  • FIG. 7 depicts a flowchart indicating a method (200) of operation of the centrifugal clutch assembly (100), according to another embodiment as disclosed herein.
  • the method (200) is explained herein below with reference to operation of the centrifugal clutch assembly (100) to automatic engagement and disengagement of the supercharger (10S) with respect to the engine (10) when the engine (10) is operated at a lower speed and a higher speed respectively.
  • the method (200) includes driving, by an input member (102), a plurality of first retention members (110) through a rotatable member (104) and a plurality of first engaging members (106).
  • the method (200) includes engaging the first retention members (110) with a driven member (112) in response to moving, by the first engaging members (106), the first retention members (110) towards the driven member (112) when the centrifugal force on the first engaging members (106) exceeds the tensile force of the first resilient members (108) on rotational speed of the input member (102) reaching a first predetermined speed (SI).
  • the method (200) includes driving, by, the driven member (112), an output shaft (120) through a plurality of second engaging members (114) and a plurality of second retention members (118) on engagement of the first retention members (110) with the driven member (112).
  • the method (200) includes disengaging the second retention members (118) from the output member (120) in response to moving, by the second engaging members (114), the second retention members (118) away from the output member (120) when centrifugal force on the second engaging members (114) exceeds the tensile force of the second resilient members (116) on rotational speed of the input member (102) reaching a second predetermined speed (S2).
  • the method (200) includes engaging the second retention members (118) with the output member (120) in response to moving, by the second engaging members (114), the second retention members (118) towards the output member (120) when centrifugal forces on the second engaging members (114) reduces below the tensile forces of the second resilient means (116) on the rotational speed of the input member (102) is equal or less than the second predetermined speed (S2).
  • the method (200) includes dis-engaging the first retention members (110) from the driven member (112) thereby disengaging the input member (102) from the output member (120), in response to moving, by the first engaging members (114), the first retention members (110) away from the driven member (112) when the centrifugal forces on the first engaging members (106) reduces below the tensile forces of the first resilient means (108) on the rotational speed of the input member (102) is reduced below the first predetermined speed (SI).
  • the technical advantages of the centrifugal clutch assembly (100) are as follows.
  • the centrifugal clutch assembly (100) is easy to install and is inexpensive.
  • the centrifugal clutch assembly (100) reduces energy loss.
  • the centrifugal clutch assembly (100) is reliable and enables precise operability.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)

Abstract

La présente invention concerne un ensemble embrayage centrifuge destiné à une utilisation dans des applications telles qu'une automobile et une machine industrielle. L'ensemble embrayage centrifuge (100) comprend un élément d'entrée (102), une pluralité de paliers (103A, 103B), un élément rotatif (104), un élément de support (105), une pluralité de premiers éléments de mise en prise (106), une pluralité de premiers éléments élastiques (108), une pluralité de premiers éléments de retenue (110), un élément entraîné (112), une pluralité de seconds éléments de mise en prise (114), une pluralité de seconds éléments élastiques (116), une pluralité de seconds éléments de retenue (118) et un élément de sortie (120). L'ensemble embrayage centrifuge (100) est facile à installer et est peu coûteux. L'ensemble embrayage centrifuge (100) réduit la perte d'énergie. L'ensemble embrayage centrifuge (100) est fiable et permet une exploitabilité précise.
PCT/IN2021/050199 2020-03-03 2021-03-03 Ensemble embrayage centrifuge à double action et procédé associé WO2021176467A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN202041009140 2020-03-03
IN202041009140 2020-03-03

Publications (1)

Publication Number Publication Date
WO2021176467A1 true WO2021176467A1 (fr) 2021-09-10

Family

ID=77613132

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IN2021/050199 WO2021176467A1 (fr) 2020-03-03 2021-03-03 Ensemble embrayage centrifuge à double action et procédé associé

Country Status (1)

Country Link
WO (1) WO2021176467A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20010045336A1 (en) * 2000-01-21 2001-11-29 Fehring Thomas C. Adjustable centrifugal clutch
EP1859177A1 (fr) * 2005-03-07 2007-11-28 John Phillip Chevalier Embrayage centrifuge et actionneur
US9611904B2 (en) * 2010-01-27 2017-04-04 Kabushiki Kaisha F.C.C. Centrifugal clutch apparatus

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20010045336A1 (en) * 2000-01-21 2001-11-29 Fehring Thomas C. Adjustable centrifugal clutch
EP1859177A1 (fr) * 2005-03-07 2007-11-28 John Phillip Chevalier Embrayage centrifuge et actionneur
US9611904B2 (en) * 2010-01-27 2017-04-04 Kabushiki Kaisha F.C.C. Centrifugal clutch apparatus

Similar Documents

Publication Publication Date Title
US7621263B2 (en) Supercharger drive system
KR101558117B1 (ko) 교류 발전기 격리 디커플러
US8087401B2 (en) Automotive supercharging apparatus
JP5777270B2 (ja) 無段変速機
US8690723B2 (en) Method for controlling a shiftable planetary gear set in a belt pulley plane of a drivetrain
US6481205B2 (en) Exhaust gas turbocharger for an internal combustion engine and a method for operating an exhaust gas turbocharger
WO2015156998A1 (fr) Ensemble de poulie à mécanisme de découplage orienté radialement
US4080843A (en) Vehicle accessory drive
EP2855957A1 (fr) Découpleur d'isolateur
US20080256950A1 (en) Turbo Lag Reducer
US11613348B2 (en) Aircraft engine with clutch and mechanical lock
JP2017532492A (ja) ２速ベルト駆動システム
US7469778B2 (en) Drive unit for a hybrid motor vehicle
WO2007116220A1 (fr) Systèmes de transmission
WO2021176467A1 (fr) Ensemble embrayage centrifuge à double action et procédé associé
US4808082A (en) Pressure wave supercharger
CN209278464U (zh) 一种用于发动机风扇的正反向旋转切换装置
US10520072B2 (en) Passive variable-pitch stator for torque converter
US7350352B2 (en) Fluid coupling
US20040154291A1 (en) Fluid coupling
US11441481B2 (en) Mechanism for a two-speed engine accessory drive system in a vehicle
CN220816325U (zh) 一种发动机离合器
GB2395231A (en) Turbocharger with an attached electric motor
JP2003314446A (ja) 高速流体装置
GB2522885A (en) Auxiliary device drive coupling

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21765373

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 21765373

Country of ref document: EP

Kind code of ref document: A1