WO2021204637A1 - Verrou de véhicule automobile - Google Patents

Verrou de véhicule automobile Download PDF

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Publication number
WO2021204637A1
WO2021204637A1 PCT/EP2021/058545 EP2021058545W WO2021204637A1 WO 2021204637 A1 WO2021204637 A1 WO 2021204637A1 EP 2021058545 W EP2021058545 W EP 2021058545W WO 2021204637 A1 WO2021204637 A1 WO 2021204637A1
Authority
WO
WIPO (PCT)
Prior art keywords
lever
closing
motor vehicle
vehicle lock
coupling element
Prior art date
Application number
PCT/EP2021/058545
Other languages
German (de)
English (en)
Inventor
Roman Joschko
Ludger Graute
Christian Braunschweig
Original Assignee
Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft
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 Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft filed Critical Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft
Priority to DE112021002197.4T priority Critical patent/DE112021002197A5/de
Publication of WO2021204637A1 publication Critical patent/WO2021204637A1/fr

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/20—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators for assisting final closing or for initiating opening
    • E05B81/21—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators for assisting final closing or for initiating opening with means preventing or detecting pinching of objects or body parts

Definitions

  • the invention relates to a motor vehicle lock according to the preamble of claim 1 and a motor vehicle lock arrangement according to claim 18.
  • the motor vehicle lock in question can be assigned to any locking element of a motor vehicle.
  • These include tailgates, rear covers, front hoods, in particular engine hoods, side doors or the like.
  • These closure elements can be designed to be pivotable or in the manner of sliding doors.
  • a motorized closing mechanism takes over the adjustment of the associated motor vehicle door or the like from a pre-closed position to a main closed position. This is a gain in comfort for the operator, since the last part of the closing process of the motor vehicle door or the like is accompanied by a compression of the door seals.
  • the closing process is reduced for the operator to the adjustment of the motor vehicle door or the like in the pre-closing position, while the force-intensive adjustment of the motor vehicle door or the like from the pre-closing position to the main closing position is taken over by a pulling drive of the closing mechanism.
  • the operator-side separation of the closing drive train in the event of trapping must be provided.
  • the known motor vehicle lock (EP 2 987 931 B1), from which the invention is based, is equipped with the usual locking elements, a lock latch and a pawl. Furthermore, the known motor vehicle lock has an actuation mechanism with a first actuation lever, the actuation of which leads to the pawl being lifted out. Furthermore, the known motor vehicle lock has a closing mechanism with a closing lever, the closing adjustment of which produces an adjustment of the latch in the closing direction and thus a closing process.
  • the closing mechanism is equipped with an engagement Lever equipped for engaging the lock latch, which is brought into engagement with the lock latch as part of the closing process and is disengaged from the lock latch after the closing process has been completed.
  • the invention is based on the problem of designing and developing the known motor vehicle lock in such a way that a high level of operational reliability is ensured with particularly low space requirements.
  • the invention is based on the fundamental consideration that the opening of the closing force transmission train can be implemented by means of a longitudinally displaceable coupling element.
  • the longitudinal displaceability of the coupling element results in a particularly high degree of flexibility in the implementation of the coupling arrangement and, in particular, in the arrangement of the coupling arrangement along the closing force transmission train.
  • a switchable clutch arrangement is arranged in the closing force transmission train, which has a longitudinally displaceable coupling element mentioned above for disconnecting the closing force transmission train.
  • the actuating mechanism comes into engagement with the coupling element when the first operating lever is actuated, as a result of which the closing force transmission train is disconnected.
  • “opening” means that no force can be exerted on the lock latch via the closing lever, in particular that after the opening, a further closing adjustment of the closing lever has no effect on the lock.
  • the actuation mechanism comes into engagement with the coupling element every time the first actuation lever is actuated and in particular regardless of whether this takes place as part of the closing process or not, thereby disconnecting the closing force transmission train.
  • the separation of the closing force transmission line has the effect that the closing mechanism cannot exert any closing force on the lock latch and thus on the associated motor vehicle door or the like. This eliminates the risk of a possible trapping.
  • the coupling arrangement is assigned a longitudinal guide for the longitudinal displacement of the coupling element.
  • the longitudinal guide can be a sliding or rolling guide, for example.
  • the first operating lever is an external operating lever.
  • a second actuating lever is additionally provided, which is designed as an internal actuating lever and which is coupled or can be coupled to the first actuating lever.
  • a lock mechanism is regularly provided that sets the appropriate coupling state depending on the lock state.
  • the closing lever can be pivotable via a closing lever bearing according to claim 4, which provides at least part of the longitudinal guide of the coupling arrangement. This double use of the closing lever bearing leads to a particularly compact design.
  • the pulling power transmission train has a transmission lever that is not the Lock latch is.
  • the coupling arrangement is arranged between the closing lever and the transmission lever. This shows the high flexibility in implementing the clutch arrangement. Above all, the separation of the closing force transmission train does not necessarily have to be provided directly at an engagement point on the lock latch.
  • a further compactness can be achieved according to claim 6 in that the closing lever and the transmission lever can be pivoted about one and the same geometric pivot axis.
  • a particularly cost-effective arrangement results in the event that bearing components are used jointly. This concerns, for example, the common use of a bearing journal or the like.
  • the transmission lever is preferably combined with an engagement lever to form a toggle lever mechanism, which represents a compact option for generating high closing forces. Because the engagement lever does not necessarily have to be disengaged from the lock latch in the event of a jam, this arrangement is particularly compact.
  • a particularly simple controllability of the coupling arrangement results according to claim 8 in that the coupling element can be brought into an engaged position and a disengaged position, the coupling element being spring-biased into the engaged position in a further preferred variant of claim 8. With this spring preload, there is an automatic return of the coupling element into the coupling position in the event of a pinch, in particular after the disconnection of the tightening force transmission train, if the design is suitable.
  • the further preferred embodiments according to claims 9 and 10 be advantageous variants for the mechanical implementation of the longitudinal guide of the coupling element.
  • the division of the longitudinal guide into two parts is particularly advantageous because a tendency to jamming, which is always present in longitudinal guides, can thereby be largely ruled out.
  • the preferred refinements according to claims 13 and 14 relate to the interaction between an engagement contour of the coupling element and a switching contour of the first actuating lever, which slide against one another in the course of the closing process. With this type of interaction between the first actuating lever and the coupling element, it is also unproblematic that the coupling element follows the pivoting movement of the transmission lever or the closing lever.
  • lock latch can move the transmission lever back into its starting position after the closing of the force transmission train has been separated.
  • a motorized closing drive of the closing mechanism In order to ensure that the closing mechanism, in particular a motorized closing drive of the closing mechanism, does not simply continue to run after the closing of the force transmission line has been disconnected, it is provided according to claim 17 to monitor the first actuating lever by means of a status sensor. When an actuation of the first actuating lever is detected, any ongoing closing process is ended.
  • a motor vehicle lock arrangement is claimed with a motor vehicle lock according to the proposal, in which a motorized closing drive is provided.
  • the motorized closing drive is coupled or can be coupled to the closing lever for a motorized closing adjustment of the closing lever during the closing process.
  • the closing mechanism also has a motorized closing drive.
  • the closing drive can be integrated into the motor vehicle lock.
  • the Zuziehan drive can also be configured separately from the motor vehicle lock.
  • a drive connection between the closing drive and the motor vehicle lock is possible via a flexible force transmission means, in particular via a Bowden cable.
  • Fig. 1 is a proposed motor vehicle lock with the latch located in the main locking position in a perspective view
  • Fig. 2 the components of the motor vehicle lock according to Fig. 1 essential for the invention Lock fall
  • FIG. 3 the motor vehicle lock according to FIG. 2 a) during the closing process and b) during the closing process after the proposed separation of the closing power transmission train.
  • the motor vehicle lock 1 shown in the drawing can be assigned to any locking element of a motor vehicle. In this respect, reference may be made to the general part of the description.
  • the motor vehicle lock 1 is equipped with a lock latch 2 pivotable about a lock latch axis 2a, which is in an open position (Fig. 2a), dashed line) and in at least one closed position, here in a pre-closed position (Fig. 2a)) and in a main closed position ( Fig. 2b)) can be brought.
  • the latch 2 In the illustrated, assembled state, the latch 2 is in the respective closed position with a locking part 3, here and preferably a lock bracket, in holding engagement.
  • the latch 2 releases the locking part 3, as shown in broken lines in FIG. 2a).
  • the motor vehicle lock 1 is arranged on the associated closure element, while the closing part 3 is arranged on the motor vehicle body. This can also be provided the other way round.
  • the motor vehicle lock 1 has a locking mechanism 4.
  • the locking mechanism 4 can be brought into a locking state in which it locks the latch 2 in the respective closed position (FIG. 3).
  • the locking mechanism 4 can also be brought into a release state in which it releases the lock latch 2 into its open position (FIG. 3b).
  • the locking mechanism 4 here and preferably has a locking pawl 5 which can be pivoted about a locking pawl axis 5a and which is in locking engagement with the latch 2 in the pre-locking position and in the main locking position.
  • the motor vehicle lock 1 also has an actuating mechanism 6, which has a first actuating lever 7 and an actuating power transmission line 8 between the first actuating lever 7 and the locking mechanism 4, here the pawl 5, to release the locking mechanism 4 in one actuation process from the locking state (Fig. 2a)) in the release state (Fig. 3b)).
  • actuating mechanism 6 which has a first actuating lever 7 and an actuating power transmission line 8 between the first actuating lever 7 and the locking mechanism 4, here the pawl 5, to release the locking mechanism 4 in one actuation process from the locking state (Fig. 2a)) in the release state (Fig. 3b)).
  • the actuating power transmission line 8 is indicated only schematically in FIGS. 2 and 3.
  • the motor vehicle lock 1 also has a closing mechanism 9 which has a closing lever 10 and a closing force transmission line 11 between the closing lever 10 and the lock latch 2 in order to move the lock latch 2 into its closed position in a closing process in the closing direction 12.
  • the complete closing process results from the sequence of FIGS. 2a), 3a) and 2b).
  • the actuating mechanism 6 is now coupled or can be coupled to the closing mechanism 9 in such a way that the closing force transmission train 11 can be separated by actuating the first actuating lever 7. This is explained in detail below.
  • Fig. 2a) and Fig. 2b) show that the pawl 5 has a locking area 13 which is in locking engagement with a main locking area 14 in the main locking position and with a locking area 15 of the latch 2 in the pre-locking position.
  • a switchable clutch arrangement 16 is arranged in the closing force transmission train 11, which clutch arrangement 16 has a longitudinally displaceable coupling element 17 for separating the closing force transmission train 11.
  • the actuating mechanism 6 engages with the coupling element 17, as a result of which the closing force transmission train 11 is separated. This process of severing the closing force transmission train 11 results from the transition from FIG. 3a) to FIG. 3b).
  • the coupling arrangement 16 is preferably equipped with a longitudinal guide 18.
  • the first operating lever 7 is an external operating lever which, in the assembled state, is coupled or can be coupled to an outside door handle 19.
  • a second actuating lever 20 is provided which is coupled or can be coupled to the first actuating lever 7.
  • the second actuating lever 20 is preferably designed as an internal actuating lever which, in the assembled state, has a nem inside door handle 21 is coupled or can be coupled. It has already been pointed out that a mechanism can be provided with which the relevant couplings can be set as a function of the respective lock state.
  • the first actuating lever 7 is pivotable about a pivot axis 7a in the illustrated and thus preferred embodiment.
  • the closing lever 10 can also be pivoted about a pivot axis 10a, which, however, is at a distance from the pivot axis 7a of the first actuating lever 7.
  • the closing lever 10 is mounted pivotably about the pivot axis 10a via a closing lever bearing 22, the closing lever bearing 22, here and preferably a journal of the closing lever bearing 22, providing at least part of the longitudinal guide 18 of the coupling arrangement 16. This is provided here and preferably in the context of a pin and slot connection, as will also be explained below.
  • the pulling power transmission train 11 preferably has a transmission lever 23 which is not the lock latch 2.
  • the coupling arrangement 16 is arranged in the closing force transmission train 11 between the closing lever 10 and the transmission lever 23.
  • the pulling power transmission train 11 between the closing lever 10 and the transfer lever 23 can be separated by means of the coupling arrangement 16.
  • FIG. 2 it is noticeable that the closing lever 10 and the transmission lever 23 can be pivoted about one and the same geometric pivot axis 10a. This leads to a particularly simple Ausgestal device of the clutch assembly 16.
  • a synopsis of Fig. 2a) with Fig. 2b) also shows that the transfer lever 23 is coupled to an engagement lever 24 for engagement with the latch 2 via a toggle joint 25 and together with the engagement lever 24 forms a toggle lever mechanism 26.
  • the clutch assembly 16 shown in the drawing shows a very simple structural design.
  • the coupling arrangement 16 has an above coupling element 17, the displacement of which ensures that the coupling arrangement 16 is disengaged and engaged.
  • the coupling element 17 is in a coupling position (Fig. 3a)), in which the coupling element 17 couples the closing lever 10 and the transmission lever 23 with each other, and in a disengaging position (Fig. 3b)), in which the coupling element 17 the closing lever 10 and the transmission lever 23 for separating the closing force transmission line 11 are decoupled from one another and are displaceable in the longitudinal guide 18.
  • the coupling element 17 is preferably spring-biased into the coupling position, upward in FIG. 3.
  • the spring preloads provided in the motor vehicle lock 1 are indicated in FIGS. 2 and 3 by arrows which extend from corresponding spring legs.
  • the spring bias of the coupling element 17 is indicated in Fig. 3a) with the reference numeral 27 Be.
  • the closing lever 10 is also spring-preloaded, namely in its inoperative position.
  • the spring preload of the closing lever 10 is indicated in FIG. 3 a) with the reference numeral 28.
  • the toggle lever mechanism 26 is preferably spring-biased out of engagement with the lock latch 2, that is to say downward in FIG. 3a). This spring preload is indicated by the reference numeral 29 in FIG. 3 a).
  • the toggle lever mechanism 26 is spring-pretensioned in its buckled state. This spring bias is indicated in Fig. 3a) with the reference numeral 30.
  • FIGS. 3 a) and 3 b) shows that the longitudinal guide 18 has a first partial guide 34 and a second partial guide 35 for the coupling element 17 offset from one another in the longitudinal direction 33. It is pre- preferably so that the longitudinal guide 18 is provided by at least two pin and slot connections 36, 37 offset from one another in the longitudinal direction 33.
  • a first pin and slot connection 36 of the longitudinal guide 18, that is to say the first partial guide 34, is provided between the coupling element 17 and the closing lever 10 or the closing lever bearing 22.
  • a second pin and slot connection 37 of the longitudinal guide 18, that is to say the second partial guide 35, is provided between the coupling element 17 and the transmission lever 23 of the closing force transmission train 11.
  • the mode of operation of the clutch arrangement 16 results from the details in Fig. 3.
  • Fig. 3a shows that the closing lever 10 and the transmission lever 23 each have an engagement surface 38, 39, with the closing adjustment lever 10 in the engaged position of the coupling element 17, the engagement surface 38 of the closing lever 10, the engagement surface 39 of the transmission lever 23 takes with it.
  • the engagement surface 38 of the closing lever 10 runs freely in the context of a closing adjustment of the closing lever 10 relative to the engagement surface 39 of the transmission lever 23, as can be seen from the illustration according to FIG. 3b).
  • the coupling element 17 pivots with the transmission lever 23 and thereby the longitudinal direction 33 of the longitudinal guide 18 pivots with the transmission lever 23.
  • a corresponding pivoting with the closing lever 10 can be provided.
  • the illustration according to FIG. 3 further shows that the longitudinal direction 33 of the longitudinal displaceability of the coupling element 17 is radial to the geometric pivot axis 10a of the closing lever 10 or the transmission lever 23 is aligned, so that the design of the engagement surfaces 38, 39 for establishing the clutch function results in a particularly simple manner.
  • the proposed actuation of the coupling element 17 by the first actuating lever is realized according to FIG between the engagement contour 40 and the switching contour 41 and in particular the resulting gear ratio, to move the coupling element 17 into the disengaged position when the first actuating lever 7 is actuated.
  • the switching contour 41 slides along as part of the actuation of the first operating lever 7 on the handle contour 40 of the coupling element 17 and thereby the coupling element 17 is adjusted from the engaged position to the disengaged position.
  • the engagement contour 40 of the coupling element 17 extends here and preferably in an arc shape around the geometric pivot axis 10a of the Zuziehhe lever 10 or the transmission lever 23 around.
  • the engagement contour 40 of the coupling element 17 extends in relation to the pivot axis 10a of the closing lever 10 or the transmission lever 23 over an angular range of at least 10 °, preferably of at least 25 ° and more preferably of at least 40 °.
  • the engagement contour 40 of the coupling element 17 and the switching contour 41 of the first actuating lever 7 are designed in such a way that the resulting gear ratio between the resulting force acting in the longitudinal direction 33 is directed towards the coupling element 17 during the closing process the torque causing this force of the first operating lever 7 changes.
  • the resulting gear ratio increases in the course of the closing process.
  • the resulting gear ratio changes in the course of the closing process such that the torque to be applied by the first actuating lever 7 for disengaging the coupling arrangement 16 remains essentially the same over at least a substantial part of the closing process.
  • the locking part 3 runs during a closing process of the associated locking element in an inlet direction 42 in the motor vehicle lock 1, while the longitudinal direction 33 of the longitudinal guide 18 at least in one position of the closing lever 10 and / or the transmission lever 23 in Is oriented essentially transversely to the inlet direction 42.
  • this is the case in the situation shown in FIG. 3a).
  • the motor vehicle lock 1 is designed to be elongated transversely to the inlet direction 42 of the locking part 3, as can be seen in the illustration according to FIG. 1.
  • FIG. 1 shows that the coupling arrangement 16 is arranged transversely to the inlet direction 42 offset to the lock latch 2.
  • the position of the coupling arrangement 16 in FIG. 1 below the lock latch 2 thus enables a particularly slim design of the motor vehicle lock 1, which is elongated in the above sense.
  • the closing mechanism 9 comprises a closing drive 43, which initiates a closing adjustment in the closing lever 10 in order to generate the closing process. This is indicated schematically in FIG. 1.
  • a special control measure is preferably taken.
  • a status sensor 44 is assigned to the first actuating lever, the status sensor 44 detecting an actuation of the first actuating lever 7 as part of the closing process and triggering the termination of the closing process. This is preferably accomplished in that upon detection of the actuation of the first actuating lever 7, the motorized closing drive 43 is switched off and, if necessary, reversed.
  • the locking pawl 5 of the locking mechanism 4 is assigned a further status sensor and the lock latch 2 is assigned two additional status sensors to lift the locking pawl 5 and reach the pre-locking position and the main locking position by the lock latch 2 to capture.
  • a motor vehicle lock arrangement 48 with a proposed motor vehicle lock 1 and with the above motorized closing drive 43 is claimed as such.
  • the arrangement is such that the motorized closing drive 43 for a motorized closing adjustment of the closing lever 10 as part of the closing process is or can be coupled to the closing lever 10.
  • the motorized closing drive 43 is arranged separately from the motor vehicle lock 1.
  • the closing drive 43 is then preferably coupled to the motor vehicle lock 1, in particular to the closing lever 10, via a flexible force transmission means, in particular via a Bowden cable 49.
  • a cable transmission between the closing drive 43 and the motor vehicle lock 1, in particular the closing lever 10 can also be provided quite generally.
  • the mode of operation of the proposed motor vehicle lock 1 may be briefly presented: First, the associated locking element is manually brought into a position that moves the lock latch 2 into its pre-locking position according to FIG. 2a). The detection of the pre-locking position by means of a status sensor above triggers the control of the motorized pulling drive 43, which adjusts the closing lever 10 in Fig.
  • FIG. 3a An intermediate position within this ongoing closing process is shown in FIG. 3a). Reaching the main closed position of the lock latch 2 according to FIG. 2b) is detected by a further, above status sensor, which triggers the shutdown and possibly reversing of the closing drive 43.
  • the closing process can be interrupted. This is done, as mentioned above, by actuating the first operating lever 7, which slides with its switching contour 41 along the engagement contour of the coupling element 17 and moves the coupling element 17 from its engaged position into its disengaged position. As a result, the closing lever 10 and the transmission lever 23 are separated from one another in such a way that the further adjustment of the closing lever 10 with respect to the transmission lever 23 would run freely. Furthermore, the actuation of the first actuation lever 7 is detected by the above status sensor 44, which triggers the shutdown and possibly reversing of the closing drive 43.

Landscapes

  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne un verrou de véhicule automobile (1) doté d'un mécanisme de fermeture (9) qui comporte un levier de fermeture (10) et une ligne de transmission de force de fermeture (11) entre le levier de fermeture (10) et un verrou de verrouillage (2) afin de déplacer le verrou de verrouillage (2) dans la direction de fermeture (12) dans sa position fermée suivant un processus de fermeture. Selon l'invention, un ensemble de couplage commutable (16) est disposé dans la ligne de transmission de force de fermeture (11), et comporte un élément d'accouplement mobile longitudinalement (17) permettant d'ouvrir la ligne de transmission de force de fermeture (11).
PCT/EP2021/058545 2020-04-06 2021-03-31 Verrou de véhicule automobile WO2021204637A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112021002197.4T DE112021002197A5 (de) 2020-04-06 2021-03-31 Kraftfahrzeugschloss

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020109594.5 2020-04-06
DE102020109594.5A DE102020109594A1 (de) 2020-04-06 2020-04-06 Kraftfahrzeugschloss

Publications (1)

Publication Number Publication Date
WO2021204637A1 true WO2021204637A1 (fr) 2021-10-14

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ID=75438749

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2021/058545 WO2021204637A1 (fr) 2020-04-06 2021-03-31 Verrou de véhicule automobile

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DE (2) DE102020109594A1 (fr)
WO (1) WO2021204637A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2309486A (en) * 1996-01-18 1997-07-30 Mitsui Mining & Smelting Co Vehicle:powered sliding door operator and latch
US5938251A (en) * 1996-05-24 1999-08-17 Mitsui Kinzoku Kogyo Kabushiki Kaisha Powered closing device for a vehicle door with a safety mechanism
EP2987931A1 (fr) * 2014-08-18 2016-02-24 Brose Schliesssysteme GmbH & Co. KG Serrure de véhicule automobile

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004036655A1 (de) 2004-07-28 2006-02-16 BÖCO Böddecker & Co. GmbH & Co. KG Vorrichtung zum automatischen Schließen einer Fahrzeugtür
US9080355B2 (en) 2009-12-18 2015-07-14 Brose Schliesssysteme Gmbh & Co. Kg Circuit and method for preventing inadvertent opening of a vehicle door

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2309486A (en) * 1996-01-18 1997-07-30 Mitsui Mining & Smelting Co Vehicle:powered sliding door operator and latch
US5938251A (en) * 1996-05-24 1999-08-17 Mitsui Kinzoku Kogyo Kabushiki Kaisha Powered closing device for a vehicle door with a safety mechanism
EP2987931A1 (fr) * 2014-08-18 2016-02-24 Brose Schliesssysteme GmbH & Co. KG Serrure de véhicule automobile
EP2987931B1 (fr) 2014-08-18 2019-06-05 Brose Schliesssysteme GmbH & Co. KG Serrure de véhicule automobile

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DE102020109594A1 (de) 2021-10-07
DE112021002197A5 (de) 2023-01-19

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