WO2024052481A1 - Châssis pour véhicule utilitaire - Google Patents

Châssis pour véhicule utilitaire Download PDF

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Publication number
WO2024052481A1
WO2024052481A1 PCT/EP2023/074625 EP2023074625W WO2024052481A1 WO 2024052481 A1 WO2024052481 A1 WO 2024052481A1 EP 2023074625 W EP2023074625 W EP 2023074625W WO 2024052481 A1 WO2024052481 A1 WO 2024052481A1
Authority
WO
WIPO (PCT)
Prior art keywords
connecting piece
chassis
handlebar arm
axle
wheel
Prior art date
Application number
PCT/EP2023/074625
Other languages
German (de)
English (en)
Inventor
Abdullah JABER
Raid Mazyek
Helko Mues
Tobias Krieg
Andreas KRÖGER
Dirk Zumdohme
Original Assignee
Trailer Dynamics Gmbh
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 Trailer Dynamics Gmbh filed Critical Trailer Dynamics Gmbh
Publication of WO2024052481A1 publication Critical patent/WO2024052481A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/008—Attaching arms to unsprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
    • B60G9/003—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle being rigidly connected to a trailing guiding device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
    • B60G9/02—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle
    • B60G9/022—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle the axle having an imaginary pivotal point
    • B60G9/025—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle the axle having an imaginary pivotal point using linkages for the suspension of the axle allowing its lateral swinging displacement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B62D53/04—Tractor-trailer combinations; Road trains comprising a vehicle carrying an essential part of the other vehicle's load by having supporting means for the front or rear part of the other vehicle
    • B62D53/06—Semi-trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D65/00—Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for
    • B62D65/02—Joining sub-units or components to, or positioning sub-units or components with respect to, body shell or other sub-units or components
    • B62D65/12—Joining sub-units or components to, or positioning sub-units or components with respect to, body shell or other sub-units or components the sub-units or components being suspensions, brakes or wheel units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/002—Axles of the low floor type, e.g. for low-floor city busses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/30—Rigid axle suspensions
    • B60G2200/31—Rigid axle suspensions with two trailing arms rigidly connected to the axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/422—Driving wheels or live axles
    • 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
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • 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
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
    • 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
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/421—Pivoted lever mechanisms for mounting suspension elements, e.g. Watt linkage
    • 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
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/422—Links for mounting suspension elements
    • 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
    • B60G2206/30—Constructional features of rigid axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/04—Trailers
    • B60G2300/042—Semi-trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/50—Electric vehicles; Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/18—Understructures, i.e. chassis frame on which a vehicle body may be mounted characterised by the vehicle type and not provided for in groups B62D21/02 - B62D21/17
    • B62D21/20—Understructures, i.e. chassis frame on which a vehicle body may be mounted characterised by the vehicle type and not provided for in groups B62D21/02 - B62D21/17 trailer type, i.e. a frame specifically constructed for use in a non-powered vehicle

Definitions

  • the present invention relates to a chassis for a commercial vehicle according to the preamble of claim 1 and to a commercial vehicle with a corresponding chassis according to the preamble of claim 10.
  • an axle unit in which an axle stub is connected to an axle tube via a cross member.
  • the purpose of this design is to better supply the stub axle with a hydraulic fluid.
  • an axle unit for a commercial vehicle in which a first and a second axle element are attached to a handlebar element.
  • the link element has a connecting piece via which it is connected to the second axle element.
  • the second axle element By designing the second axle element as a stub axle and connecting it to the link element spatially offset from the first axle element, the overall height and weight of the axle system can be reduced.
  • a vehicle axle body with two handlebar arms is known, to which wheel carriers are attached on the outside for supporting the vehicle wheels.
  • the handlebar arms are wider and higher in the connection area of the wheel carriers in order to form a connecting piece there.
  • the wheel carriers accommodate the bearings of the respective vehicle wheels.
  • the wheel carriers are welded from the outside against a corresponding seat on the trailing arm.
  • chassis for commercial vehicles are becoming more complex, as the chassis have to be increasingly adapted to the specific intended use of a commercial vehicle.
  • Both drum and disc brakes are installed on commercial vehicles; in addition to hydraulic drives, electric drives have recently also been used in chassis for commercial vehicles, and different sized wheels and correspondingly sized bearings are required for different bodies and payloads.
  • specialized axes must be manufactured for each application.
  • the task is solved for a generic chassis by the characterizing features of claim 1 and for the generic commercial vehicle with the characterizing features of claim 9.
  • the flange surface forms an interface between a handlebar arm and a
  • Wheel carrier While the control arms can remain the same for different requirements of the commercial vehicle, it is possible to cover the different requirements of the chassis for commercial vehicles using differently designed wheel heads.
  • wheel heads can be connected to the handlebar arm that do not have their own drive or that are provided with a hydraulic, mechanical or electrical drive, whereby the drive powers also vary from one another and may require different designs of the components.
  • transmission or reduction gears can be provided in the wheel heads.
  • the different wheel heads can also be provided with different braking systems and/or differently sized bearings.
  • the various wheel heads form a kind of modular system through which a commercial vehicle, especially a truck trailer, can be individually equipped with the components that a customer would like to have his trailer equipped with.
  • the flange connection has the advantage that the component connection can be produced in a quick and cost-effective, yet highly resilient manner. Assembly advantages arise from the fact that no welding distortion occurs on the components in the connection zone during assembly. There is also no deburring or repainting work in the connection zone after a wheel carrier has been installed necessary. Finally, the flange connection makes any repair work that may be necessary significantly easier.
  • the connecting piece can basically be designed in any suitable way.
  • the connecting piece can be formed in a side wall of the handlebar arm, for example by a special shape or a flange plate that is connected to the handlebar arm.
  • the flange plate can be designed in one or more parts. It has a suitable shape that is compatible with the complementary contact surface of the wheel carrier.
  • the connecting piece can also be formed from a sheet metal or welded assembly that is attached to the handlebar arm and is firmly connected to it. Through openings are formed in the material of the connecting piece, through which bolts can be passed, via which the handlebar arm is connected to a wheel carrier.
  • the handlebar arms can be made in one or more parts. In a one-piece design, they extend as a welded assembly or as a single component cast from cast steel from the pivot bearing to the area where the axle bridge is connected. In a multi-part design, there are divisions between the individual parts of the handlebar arms, where the individual parts are joined together to form a handlebar arm.
  • the connecting piece is designed as a tubular connecting section. Due to their shape, pipes have a high level of resistance to loads. At the sales The connecting piece can in particular be a section of a cylindrically shaped pipe. They are therefore well suited to transmitting the forces acting on the wheels when the commercial vehicle is moving to the handlebar arm and then to the frame of the commercial vehicle. Pipes are also easy to obtain as semi-finished products and can be cut to a suitable length with little effort.
  • An end face of a pipe used as a connecting section can serve to form the flange surface thereon. For this purpose, the end face of the pipe can be formed in a suitable manner and/or provided with a separate component that serves as a flange surface.
  • the lateral surface or the end face of the tube can be welded to adjacent components of the handlebar arm or connected in some other way.
  • a pipe as a connecting piece, there is the additional advantage that it defines a cavity with its pipe wall, which can be used to pass shafts, cables and other lines through it in order to connect the wheel carrier with a mechanical, electrical, hydraulic or pneumatic Connect drive source and / or transmit electrical signals, such as the signals from temperature and / or speed and / or wear sensors or control commands to actuators that are located in the wheel carrier.
  • the flange surface is designed as a flange ring which surrounds the outside of the connecting piece.
  • a flange ring is a cost-effective and proven method of connecting highly stressed components together in a reliable and long-lasting manner. If a flange ring blocks the connecting The socket surrounds the outside, the through openings into which the screw bolts are inserted to connect the wheel carrier to the handlebar arm are easily accessible from the outside during assembly.
  • the wheel carrier has a stub axle which is placed on the connecting piece and the flange surface on the wheel side of the handlebar arm, and a wheel bearing is mounted on the outer circumference of the stub axle.
  • the stub axle carries the wheel bearing and transfers the forces acting on the wheel in question during ferry operation to the handlebar arm.
  • the stub axle has a suitable length and dimensions. It can be solid or hollow on the inside.
  • the axle stub has a projection on its side facing the handlebar arm, which, in the assembly position of the axle stub, projects into a cavity which is formed in the connecting piece, the outward-facing surface of the projection forming a positive fit on the adjacent inner surface of the cavity rests and the axle stub is thereby supported in a position-centering manner on the inner wall of the connecting piece.
  • the projection increases the contact area on which the axle stub and the connecting piece touch each other. This means that larger forces can be transmitted and the force transmission between the components is not limited to the flange surface alone.
  • the projection can in particular be designed like a ring, so that the improved support results over the full circumference of the axle stub.
  • the connecting piece has a shape on its outer circumference which ensures precise positioning of the connecting piece on the handlebar arm and a positive connection between the connecting piece and the side plate of the handlebar arm when the handlebar arm is assembled with the connecting piece. This simplifies assembly and the positive connection relieves the load on the remaining connection between the connecting piece and the handlebar arm.
  • the stub axle has a cavity on the inside which extends over the length of the stub axle.
  • the cavity can be open at its end faces or sealed by a suitable seal.
  • the cavity in the axle stub can be used to pass shafts, cables and other lines through it in order to supply the wheel carrier with a mechanical, electrical, hydraulic or pneumatic drive source and / or to transmit electrical signals, such as the signals from temperature and /or speed and/or wear sensors or control commands to actuators located in the wheel carrier.
  • a drive shaft is passed through the cavity of the stub axle, which protrudes beyond the wheel-side end of the stub axle on the wheel-side end face of the cavity and is connected there to a wheel via an output.
  • the output can, for example, be designed as a cardan shaft.
  • the wheel body with a hollow axle stub through which a connection Drive shaft is passed through enables a mechanical drive of the wheel attached to the wheel body.
  • the chassis for a commercial vehicle can be provided with its own drive.
  • the drive motor and/or gears or differentials associated with the drive can be arranged in particular below the frame of the commercial vehicle in an area between the handlebar arms.
  • the drive shaft is supported by a bearing which is arranged in the cavity formed in the connecting piece.
  • the drive shaft Due to the sole or additional support of the drive shaft via a bearing which is arranged in the cavity formed in the connecting supports, the drive shaft can be operated with a high level of smoothness. Since the bearing, together with the connecting piece, moves up and down during compression and rebound movements of the chassis, the drive shaft is always held in a spatially appropriate position in relation to the driven wheel. The drive is therefore also very functionally reliable.
  • the bearing at the end of the drive shaft is also able to absorb forces and vibrations caused by shafts connected to the drive side and thus protect the drive shaft from overstress.
  • Figure 1 an overall view of an electric drive train installed in a commercial vehicle from diagonally below
  • Figure 2 an enlarged view of a chassis from a perspective
  • Figure 3 a view of the chassis from below
  • Figure 4 a sectional view along line AA in Figure 3.
  • FIG. 1 shows an overall view of a commercial vehicle 2 in the form of a truck trailer diagonally from below, into which an electric drive train 200 is installed.
  • the commercial vehicle 2 has a vehicle frame 4, which in the exemplary embodiment is supported on the ground via three chassis 6.
  • the middle chassis 6 has the electric drive train 200; in the other two chassis 6, the axle bridge or the axle has been omitted for reasons of drawing simplicity.
  • the commercial vehicle becomes 2nd with the kingpin K placed on the fifth wheel coupling of a semi-trailer truck (not shown in the drawing) and pulled over it.
  • the chassis 6 each have a handlebar arm 8 on opposite sides of the vehicle frame 4, which is each connected to the vehicle frame 4 via a pivot bearing 10 arranged in a holding device 16.
  • a wheel carrier 12 is also attached to the handlebar arm 8, to which the wheels of the commercial vehicle 2 can then be screwed.
  • the link arms 8 are each supported on the vehicle frame 4 via a spring element 14. The link arms 8 therefore rotate around the pivot bearings 10 during spring movements and thereby spring against the restoring forces in the flexible spring elements 14.
  • Fig. 2 shows an enlarged view of a chassis 6 from a perspective view obliquely from above.
  • the link arms 8 pivot with their bearing eyes 18 around the pivot bearings 10 in the holding devices 16, as indicated by the double arrows.
  • connecting pieces 20 are arranged on the handlebar arms 8 at a first distance from the bearing eye 18.
  • a support section 24 for connecting the handlebar arm 8 to a spring element 14 is formed at a second distance from the bearing eye 18.
  • the connecting pieces 20 have a flange surface 22 on their respective side facing a wheel carrier 12, via which the connecting piece 20 communicates the wheel carrier 12 is connected via a flange connection.
  • the wheel carrier 12 forms an axle element in the sense of the invention.
  • the connecting piece 20 is designed as a tubular connecting section.
  • the flange surface 22 is designed as a flange ring which surrounds the connecting piece 20 on the outside.
  • Fig. 3 shows the chassis 6 from a view from below.
  • the connecting pieces 20 protrude outwards from the handlebar arms 8.
  • the flange surfaces 22 are designed in a ring shape surrounding the connecting piece 20; in the exemplary embodiment, the link arms 8 are connected to one another by an axle bridge 26.
  • the axle bridge 26 connects the link arms 8 in the area of the support sections 24.
  • the stub axle 28 has a projection 32 on its side facing the handlebar arm 8, which, in the assembly position of the stub axle 28, projects into a cavity 34 which is formed in the connecting piece 20, the outward-facing surface of the projection 32 forming a positive fit on the adjacent one Inner surface of the cavity 34 rests and the axle stub 28 is thereby supported in a position-centering manner on the inner wall of the connecting piece 20.
  • the stub axle 28 also has a cavity 36 on the inside, which extends over the length of the stub axle 28.
  • the cavity 36 can be designed to be open on its end faces.
  • a drive shaft 38 is passed through the cavity 36 of the stub axle 28, which protrudes beyond the wheel-side end of the stub axle 28 on the wheel-side end face of the cavity 36 and is connected there to a wheel via an output.
  • the drive shaft 38 is supported by a bearing 40 which is arranged in the cavity 34 formed in the connecting piece 20.
  • the invention is not limited to the exemplary embodiment described above. It is not difficult for a person skilled in the art to modify the exemplary embodiment in a way that he deems suitable in order to adapt it to a specific application.
  • Handlebar arm 0 Pivot bearing 2 Wheel carrier 4 Spring element 6 Holding device 8 Bearing eye 0 Connecting piece 2 Flange surface 4 Support section 6 Axle bridge 8 Axle stub 0 Wheel bearing 2 Projection 4 Cavity 6 Cavity

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Manufacturing & Machinery (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

L'invention concerne un châssis pour un véhicule utilitaire, ledit châssis comprenant un bras de commande (8) avec un support pour fixer un élément d'essieu au bras de commande (8). L'objectif de l'invention est de permettre une adaptation simple du châssis à différentes exigences. A cet effet, le support est conçu sous la forme d'une pièce de liaison (20) qui présente une surface de bride (22) sur le côté de la pièce de liaison faisant face à un support de roue (12), ladite surface de bride étant utilisée pour relier la pièce de liaison (20) au support de roue (12) par l'intermédiaire d'une liaison par bride.
PCT/EP2023/074625 2022-09-09 2023-09-07 Châssis pour véhicule utilitaire WO2024052481A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022123039.2A DE102022123039A1 (de) 2022-09-09 2022-09-09 Fahrwerk für ein Nutzfahrzeug
DE102022123039.2 2022-09-09

Publications (1)

Publication Number Publication Date
WO2024052481A1 true WO2024052481A1 (fr) 2024-03-14

Family

ID=88018275

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2023/074625 WO2024052481A1 (fr) 2022-09-09 2023-09-07 Châssis pour véhicule utilitaire

Country Status (2)

Country Link
DE (1) DE102022123039A1 (fr)
WO (1) WO2024052481A1 (fr)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3502181A (en) * 1967-01-16 1970-03-24 Ferodo Sa Dual circuit,self-energizing disc brake
US20040007846A1 (en) * 2002-07-09 2004-01-15 Mitsuru Inoue Torsion beam suspension
DE102006015671A1 (de) 2006-04-04 2007-10-11 Bpw Bergische Achsen Kg Fahrzeug-Achskörper
WO2011117511A1 (fr) * 2010-03-25 2011-09-29 Peugeot Citroën Automobiles SA Train arriere pour vehicule automobile, comportant un groupe motopropulseur
FR2961158A1 (fr) * 2010-06-10 2011-12-16 Peugeot Citroen Automobiles Sa Dispositif et procede de fixation a au moins une partie d'un train roulant pour vehicule, notamment automobile, d'un support de fusee d'une roue du vehicule
EP2397340A2 (fr) * 2010-06-16 2011-12-21 Gigant-Trenkamp & Gehle GmbH Axe de véhicule automobile
DE102011086480A1 (de) 2011-11-16 2013-05-16 Saf-Holland Gmbh Achseinheit für Nutzfahrzeuge
DE102014218328A1 (de) 2014-09-12 2016-03-17 Saf-Holland Gmbh Achseinheit

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3502181A (en) * 1967-01-16 1970-03-24 Ferodo Sa Dual circuit,self-energizing disc brake
US20040007846A1 (en) * 2002-07-09 2004-01-15 Mitsuru Inoue Torsion beam suspension
DE102006015671A1 (de) 2006-04-04 2007-10-11 Bpw Bergische Achsen Kg Fahrzeug-Achskörper
WO2011117511A1 (fr) * 2010-03-25 2011-09-29 Peugeot Citroën Automobiles SA Train arriere pour vehicule automobile, comportant un groupe motopropulseur
FR2961158A1 (fr) * 2010-06-10 2011-12-16 Peugeot Citroen Automobiles Sa Dispositif et procede de fixation a au moins une partie d'un train roulant pour vehicule, notamment automobile, d'un support de fusee d'une roue du vehicule
EP2397340A2 (fr) * 2010-06-16 2011-12-21 Gigant-Trenkamp & Gehle GmbH Axe de véhicule automobile
DE102011086480A1 (de) 2011-11-16 2013-05-16 Saf-Holland Gmbh Achseinheit für Nutzfahrzeuge
DE102014218328A1 (de) 2014-09-12 2016-03-17 Saf-Holland Gmbh Achseinheit

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Publication number Publication date
DE102022123039A1 (de) 2024-03-14

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