Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U10/00—Type of UAV
  • B64U10/10—Rotorcrafts
  • B64U10/13—Flying platforms
  • B64U10/16—Flying platforms with five or more distinct rotor axes, e.g. octocopters
• • G—PHYSICS
  • G05—CONTROLLING; REGULATING
  • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
  • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
  • G05D1/80—Arrangements for reacting to or preventing system or operator failure
  • G05D1/85—Fail-safe operations, e.g. limp home mode
  • G05D1/854—Fail-safe operations, e.g. limp home mode in response to motor or actuator failures
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U50/00—Propulsion; Power supply
  • B64U50/10—Propulsion
  • B64U50/11—Propulsion using internal combustion piston engines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U50/00—Propulsion; Power supply
  • B64U50/10—Propulsion
  • B64U50/19—Propulsion using electrically powered motors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U50/00—Propulsion; Power supply
  • B64U50/30—Supply or distribution of electrical power
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U50/00—Propulsion; Power supply
  • B64U50/30—Supply or distribution of electrical power
  • B64U50/33—Supply or distribution of electrical power generated by combustion engines
• • G—PHYSICS
  • G05—CONTROLLING; REGULATING
  • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
  • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
  • G05D1/60—Intended control result
  • G05D1/654—Landing
  • G05D1/6546—Emergency landing
• • G—PHYSICS
  • G05—CONTROLLING; REGULATING
  • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
  • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
  • G05D1/80—Arrangements for reacting to or preventing system or operator failure
  • G05D1/86—Monitoring the performance of the system, e.g. alarm or diagnosis modules
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U2101/00—UAVs specially adapted for particular uses or applications
  • B64U2101/40—UAVs specially adapted for particular uses or applications for agriculture or forestry operations
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U2101/00—UAVs specially adapted for particular uses or applications
  • B64U2101/45—UAVs specially adapted for particular uses or applications for releasing liquids or powders in-flight, e.g. crop-dusting
• • G—PHYSICS
  • G05—CONTROLLING; REGULATING
  • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
  • G05D2109/00—Types of controlled vehicles
  • G05D2109/20—Aircraft, e.g. drones
  • G05D2109/25—Rotorcrafts
  • G05D2109/254—Flying platforms, e.g. multicopters
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T50/00—Aeronautics or air transport
  • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

• the configuration of the rotation drive device 3 may include a rotor 2 with a relatively large thrust that can be generated and a rotor 2 with a relatively small thrust.
• the rotor 2 with a relatively large thrust that can be generated may be referred to as the "main rotor” and the rotor 2 with a relatively small thrust may be referred to as the "sub rotor”.
• the rotor 2 that generates a relatively large thrust per rotation may be called the "main rotor”
• the rotor 2 that generates a relatively small thrust per rotation may be called the "sub-rotor.”
• the main rotor may be positioned more inward than the sub-rotor.
• each rotor 2 may be positioned so that the distance from the center of the aircraft to the rotation axis of each main rotor is shorter than the distance from the center of the aircraft to the rotation axis of each sub-rotor.
• the battery-powered multicopter 10 includes a plurality of rotors 12, a plurality of motors 14 for rotating the rotors 12, a plurality of ESCs (Electric Speed Controllers) 16 having motor drive circuits for driving the motors 14, a battery 52 for supplying power to the corresponding motors 14 via each ESC 16, a control device 4a for controlling the plurality of ESCs 16 to fly while controlling the attitude, a sensor group 4b, a communication device 4c, and a power supply device 76 electrically connected to the battery 52.
• ESCs Electric Speed Controllers
• the rotors 12, the motors 14, and the ESCs 16 are each shown as one block, but the number of the rotors 12, the motors 14, and the ESCs 16 is multiple. This is also true for FIG. 2B and FIG. 2C.
• the ESC 16 may be included in the control device 4a.
• the series hybrid drive type multicopter 10 like the battery drive type multicopter 10, includes multiple rotors 12, multiple motors 14, multiple ESCs 16, a control device 4a, a sensor group 4b, and a communication device 4c.
• the illustrated series hybrid drive type multicopter 10 further includes an internal combustion engine 7a, a fuel tank 7b that stores fuel for the internal combustion engine 7a, a power generation device 8 that is driven by the internal combustion engine 7a to generate electric power, a power buffer 9 that temporarily stores the electric power generated by the power generation device 8, and a power supply device 76 that is electrically connected to the power buffer 9.
• the power buffer 9 is, for example, a battery such as a secondary battery.
• the electric power generated by the power generation device 8 is supplied to the motor 14 via the power buffer 9 and the ESC 16.
• the electric power generated by the power generation device 8 can also be supplied to the work machine 200 via the power supply device 76.
• FIG. 2C is a block diagram showing an example of the basic configuration of a parallel hybrid drive type multicopter 10.
• the parallel hybrid drive type multicopter 10 like the series hybrid drive type multicopter 10, includes a plurality of rotors 12, a plurality of motors 14 for driving the rotors 12, a plurality of ESCs 16, a control device 4a, a group of sensors 4b, a communication device 4c, an internal combustion engine 7a, a fuel tank 7b, a power generation device 8, a power buffer 9, and a power supply device 76.
• the aircraft body 120 has a power supply device 76 and an actuator 78 which is a coupling device used for coupling to the work machine 200.
• the power supply device 76 is a device that supplies power generated within the aircraft body 120 to the work machine 200.
• the actuator 78 is a device such as an electric motor that performs an operation for coupling the work machine 200 to the aircraft body 120 of the multicopter 100.
• the actuator 78 drives a mechanism that winds up a cable connecting the aircraft body 120 and the work machine 200. This cable may include a power supply line for supplying power from the multicopter 100 to the work machine 200, and a communication line for communication between the multicopter 100 and the work machine 200.
• FIG. 4 is a block diagram showing an example of a system configuration of the multicopter 100 of this embodiment.
• the aircraft body 120 of the multicopter 100 has a control device 30 including a flight controller 32, a sensor group 72, and a communication device 74. These are basically the same as the control device 4a, the sensor group 4b, and the communication device 4c of the aircraft body 4 of the multicopter 10 described with reference to FIG. 1A.
• the multicopter 100 in this embodiment includes eight sub-rotors 12, eight motors 14 that rotate the eight sub-rotors 12, and eight ESCs that control the eight motors 14.
• Each ESC 16 receives a signal (motor control signal) for controlling the motor 14 from the control device 30 via the wiring 82.
• the motor control signal is, for example, a PWM (Pulse With Modulation) signal.
• PWM Pulse With Modulation
• the duty of the PWM signal can indicate an analog value of the motor rotation speed.
• Each ESC 16 controls the rotation speed of the motor 14 connected to the ESC 16 based on the motor control signal from the control device 30. In FIG.
• one set of "sub-rotors 12, motors 14, and ESCs 16" is shown for simplicity, but the multicopter 100 in this embodiment includes eight sets of "sub-rotors 12, motors 14, and ESCs 16.” The number of these sets is not limited to eight.
• the control device 30 is connected to each ESC 16 via electrically independent wiring 82, and can control each of the eight ESCs 16 individually.
• the sub rotor 12 is used not only to generate lift but also for attitude control. Attitude control is achieved by the flight controller 32 of the control device 30 obtaining measured or estimated values indicating the attitude of the main body 120 from the sensor group 72, determining the current attitude of the main body 120, and controlling the rotational speed of each motor 14 according to the difference from the target attitude.
• the aircraft body 120 has a main rotor drive section 24 that drives the main rotor 22, and a main rotor control unit 26 that controls the main rotor drive section 24.
• the main rotor drive section 24 is an internal combustion engine.
• the main rotor control unit 26 includes an engine control unit (Engine Control Unit: ECU).
• the main rotor control unit 26 can acquire sensor data such as the throttle opening, intake temperature, engine speed, and temperature of each part of the main rotor drive section 24, which is an internal combustion engine, to control the internal combustion engine.
• the main rotor control unit 26 is connected to the control device 30 via wiring 82 such as a CAN (Controller Area Network) bus.
• the main rotor control unit 26 is configured to output an engine control signal based on a signal transmitted from the control device 30.
• the engine control signal includes, for example, a throttle opening.
• a digital-to-analog converter (DAC) and/or a voltage converter may be connected between the control device 30 and the main rotor control unit 26.
• Mechanical devices such as a clutch and a reducer may be provided between the main rotor drive unit 24 and the main rotor 22.
• the main rotor drive unit 24 is preferably an internal combustion engine with little vibration.
• the main rotor drive unit 24 is, for example, an opposed piston engine.
• An opposed piston engine is disclosed, for example, in Japanese Patent No. 5,508,604. The entire contents of Japanese Patent No. 5,508,604 are incorporated herein by reference.
• the generator 42 has the structure of an AC synchronous motor having a rotor and a stator. Therefore, when the main rotor drive unit 24 is started, the generator 42 can also function as a "starter” by rotating the rotor by passing current through it.
• the generator 42 rectifies the AC generated by power generation and converts it into DC.
• the generator 42 generates the DC power required to drive the motor 14 and supplies it to each ESC 16 via the wiring 80.
• the generator 42 is configured to output a DC voltage of, for example, 250V or more.
• the wiring 80 is a power wiring
• the wiring 82 is a signal wiring. Each of the wirings 80 and 82 includes multiple conductors.
• the power generation device 42 is connected to a power management device 44.
• the power management device 44 is connected to the control device 30 and a battery management device 54, which will be described later.
• the power management device 44 can control the amount of power generated by the power generation device 42 based on signals from the control device 30 or the battery management device 54. This amount of power generation can be variably controlled by the power management device 44 according to the power required by the motor 14 and the battery 52, even when the engine speed of the main rotor drive unit 24, which is an internal combustion engine, is constant.
• the aircraft body 120 further includes a battery 52, which may be, for example, a lithium-ion secondary battery having multiple cells connected in series or parallel, and a battery management device 54 that controls the charging and discharging of the battery 52.
• a battery 52 which may be, for example, a lithium-ion secondary battery having multiple cells connected in series or parallel
• a battery management device 54 that controls the charging and discharging of the battery 52.
• the battery 52 can receive DC power from the power generation device 42 via a power switch 56 and be charged by that power.
• the operation of the power switch 56 can be controlled by the battery management device 54 and the control device 30.
• the battery management device 54 is a device that measures or estimates parameter values that define the state of the battery 52, such as the current flowing through the battery 52, cell voltage, cell balance, charging rate (State Of Charge: SOC), state of health (State Of Health: SOH), and temperature.
• the battery management device 54 can control the power switch 56 depending on the state of the battery 52. For example, when the battery 52 is in a state requiring charging, the battery management device 54 electrically connects the power generation device 42 and the battery 52 via the power switch 56, and supplies power from the power generation device 42 to the battery 52 to perform a charging operation. At this time, the battery management device 54 controls the power management device 44 so that the power supplied to the ESC 16 does not drop below a desired level, and can increase the amount of power generated by the power generation device 42. On the other hand, when the battery 52 is in a state requiring no charging, the battery management device 54 cuts off the electrical connection between the power generation device 42 and the battery 52 via the power switch 56, and stops charging the battery 52.
• the storage capacity of the battery 52 has a value that allows the aircraft to continue to generate lift and control attitude by the sub-rotor 12, fly to a location where landing is possible, and land there, even if power generation by the power generation device 42 stops for some reason and lift by the main rotor 22 is lost.
• the power required to drive the sub-rotor 12 can be supplied to the ESC 16 from the power generation device 42, not from the battery 52. For this reason, even if the payload and flight time are increased, there is little need to increase the storage capacity of the battery 52 accordingly.
• the power stored in the battery 52 can be output as a DC voltage of, for example, 250 V or more. However, this DC voltage decreases as the charging rate decreases. Therefore, when the charging rate falls below a predetermined level, the battery management device 54 operates to supply part of the DC power from the power generation device 42 to the battery 52 to charge the battery 52.
• the battery 52 is connected to a power circuit board 60.
• the power circuit board 60 has the function of stepping down the voltage output from the battery 52 to, for example, 24 V, 12 V, or 5 V.
• the DC voltage output from the battery 52 is converted to the desired voltage by the power circuit board 60 and then supplied to other electronic components.
• the power stepped down by the power circuit board 60 is supplied to the control device 30 and the actuator 78 via wiring 80.
• the power supply device 76 is electrically connected to the power generation device 42 or the battery 52 by the power switch 56.
• the power supply device 76 in this example is configured to supply power generated within the machine body 120 to an external machine or device such as a work machine 200.
• the aircraft body 120 may have a configuration not shown in FIG. 4.
• the aircraft body 120 may include electrical equipment such as a fuel tank that stores the fuel required for the operation of the main rotor drive unit 24, a water-cooled or air-cooled device for cooling the main rotor drive unit 24, lighting equipment, and an electric pump.
• the electrical equipment can be operated by power that has been stepped down to a predetermined voltage by the power circuit board 60.
• a battery for the electrical equipment (auxiliary battery) may be provided and configured to supply power to the electrical equipment. Such an auxiliary battery may be charged from the battery 52 or the power generation device 42.
• the motor 14 functions as a plurality of "attitude control devices” that respectively drive a plurality of first rotors (sub rotors) 12.
• the main rotor drive unit 24 which is an internal combustion engine, functions as a “main thrust generating device” that drives the second rotor (main rotor) 22.
• control device 30 is capable of changing the ratio (thrust ratio) between the total thrust (first thrust) of the sub-rotor 12 obtained from the multiple motors 14 and the total thrust (second thrust) of the main rotor 22 obtained from the main rotor drive unit 24.
• the responsiveness of the motor 14 is superior to that of an internal combustion engine. If the time from when a torque command signal is input until the torque required to rotate the rotors 12 and 22 reaches the torque target value is called the "response time," then the response time of the motor is, for example, about 1/100 of the response time of an internal combustion engine. For this reason, in order to control the attitude of the multicopter 100, it is desirable to detect the difference between the current value and the target value for the attitude angle of the multicopter 100 and control the rotation speed of each of the multiple sub-rotors 12 with a high response speed so as to reduce this difference. An increase in the rotation speed of the rotor results in an increase in thrust. By adjusting the thrust of each of the multiple sub-rotors 12, it becomes possible to control the attitude of the multicopter 100 with high precision and quickly.
• an internal combustion engine can efficiently generate a large thrust.
• the sub-rotor 12 is rotated using electricity generated by the power of the main rotor drive unit 24, which is an internal combustion engine, but energy losses occur when converting mechanical energy into electrical energy. For this reason, from the perspective of improving energy consumption efficiency, it is preferable that the main rotor drive unit 24 is used to rotate the main rotor 22 to generate the main thrust. Also, in order to increase the thrust of the main rotor 22, it is preferable that the diameter of the main rotor 22 is larger than the diameter of each of the multiple sub-rotors 12.
• control device 30 when the control device 30 detects an abnormality in the equipment while flying the multicopter 100 while supplying power to the work machine 200 via the power supply device 76, it operates in an emergency flight mode in which it stops the supply of power to the work machine 200 and causes the multicopter 100 to fly. More specifically, when the control device 30 detects an abnormality in the equipment while controlling the multiple motors 14 and the main rotor drive unit 24 (internal combustion engine) to fly while supplying power to the work machine 200, it controls the power switch 56 to stop the supply of power from the power generation device 42 and the battery 52 to the work machine 200. At this time, the control device 30 maintains the supply of power from the battery 52 to the multiple electric motors 14 to continue flight by the multiple sub-rotors 12.
• control device 30 may drive only the sub-rotors to fly the multicopter 100 up to the sky above a point where landing is possible, and then reduce the rotational speed of each sub-rotor 12 to land the multicopter 100 at that point.
• the control device 30 may reduce the amount of power supplied to the work machine 200.
• the control device 30 may adjust the amount of power supplied to the work machine 200 based on the amount of power required until landing and the remaining amount of energy stored in the battery 52 (power source). For example, the control device 30 may limit the amount of power supplied to the work machine 200 so that the smaller the value obtained by subtracting the amount of power estimated to be required until landing from the remaining energy amount of the battery 52 when the abnormality is detected is, the smaller the amount of power supplied to the work machine 200 becomes. By such control, the work machine 200 can be driven to the extent possible even when an abnormality occurs.
• the battery management device 54 in this embodiment controls charging so that the state of charge (SOC) of the battery 52 is always maintained at a certain level or higher when no abnormality occurs in the equipment.
• SOC state of charge
• the battery management device 54 may maintain the state of charge of the battery 52 at a value higher than a threshold value (e.g., 80%) required for continuing the flight with the multiple sub-rotors 12 and then landing when an abnormality in the equipment is detected.
• the threshold value may be set, for example, within a range of 70% to 90%. This threshold value may be set to an appropriate value depending on the total weight of the multicopter 100 and the working machine 200.
• the control device 30 may also estimate the weight of the working machine 200 based on the rotation speed of the multiple sub-rotors 12 and the rotation speed of the main rotor 22 during hovering, for example, and the known weight of the multicopter 100.
• Various types of working machines 200 can be connected to the coupling device of the multicopter 100.
• the weight of the working machine 200 i.e., payload
• the weight of the working machine 200 may vary as the work progresses.
• step S100 the control device 30 drives each sub-rotor 12 (first rotor) and each main rotor 22 (second rotor) to start flight of the multicopter 100.
• the control device 30 drives each sub-rotor 12 by controlling the multiple ESCs 16 to rotate the multiple motors 14.
• the control device 30 also drives each main rotor 22 by having the main rotor control unit 26 drive the main rotor drive unit 24 (internal combustion engine).
• the rotational speed of each main rotor 22 and each sub-rotor 12 can be determined based on a preset thrust ratio between the main rotor 22 and the sub-rotor 12. Flight can be started, for example, by a user using a pilot, or according to a preset program.
• the control device 30 acquires sensor data indicating the state of the equipment from the sensor group 72.
• the sensor data may include data indicating the state of the drive system of the main rotor 22.
• the sensor data may include, for example, data indicating the output voltage or output current of the power generation device 42, the rotational speed of the rotor of the power generation device 42, the rotational speed of the main rotor 22, the rotational speed of the gears included in the power transmission system of the main rotor 22, the amount of fuel remaining in the fuel tank, the temperature of the fuel tank, the temperature of the cooling water for the internal combustion engine, and/or the rotational speed or torque of the output shaft of the internal combustion engine.
• step S104 the control device 30 determines whether or not an abnormality has been detected in the drive system of the main rotor 22 based on the sensor data. If an abnormality has been detected (Yes), the process proceeds to step S107. If no abnormality has been detected (No), the process proceeds to step S105.
• step S108 the control device 30 drives only the sub-rotor 12 to fly the multicopter 100 to above a possible landing point.
• This possible landing point may be a different point from the possible landing point in step S106.
• the sub-rotor 12 is driven by the power stored in the battery 52, so there is a possibility that the flight cannot continue for very long.
• the control device 30 may be configured to fly the multicopter 100 to above a possible landing point that is relatively close to the position where the power supply to the work machine 200 and the drive of the main rotor 22 are stopped.
• the process proceeds to step S109.
• step S109 the control device 30 lands the multicopter 100 at a possible landing point by reducing the rotational speed of each rotor.
• the control device 30 stops the work machine 200 and lands the multicopter 100 at a possible landing point on the periphery of the field 70 (e.g., a headland).
• the multicopter 100 may stop the work machine 200 and fly to an area 73 outside the field 70 to land.
• the area 73 is, for example, a predetermined location such as a storage location for the multicopter 100 or a supply site for agricultural materials.
• FIG. 7A is a diagram showing an example of the operation when an abnormality occurs in the equipment included in the multicopter 100, for example, the drive system of the main rotor 22 during work.
• the control device 30 detects that an abnormality has occurred in the drive system of the main rotor 22 (for example, the internal combustion engine or the power generation device 42). In this case, the control device 30 stops driving the main rotor 22 and the work machine 200, and as shown in FIG. 7B, the control device 30 continues flying by driving only the sub-rotor 12, and lands at a possible landing point.
• the control device 30 lands the multicopter 100 at a possible landing point in the headland where no work is performed in the field 70.
• the control device 30 may fly the multicopter 100 to a landing possible area 75 outside the field 70 by driving only the sub-rotor 12, and land it.
• the area 75 may be the same area as the area 73 shown in FIG. 6B.
• the control device 30 lands the multicopter 100 at a landing possible point near the area in the field 70 where work is performed. Note that the position information of the landing possible point is stored in the storage device in advance, and the control device 30 can move the multicopter 10 to the landing possible point based on the position information and the positioning result of the GNSS receiver.
• the multicopter 100 flies automatically along a preset flight path, but the multicopter 100 may also fly according to the operation of a user using a piloted aircraft. Even in this case, if the control device 30 detects an abnormality in the equipment during a work flight, it may stop or reduce the power supply to the work machine 200 and continue flight by driving the sub-rotor 12.

Landscapes

• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Remote Sensing (AREA)
• Radar, Positioning & Navigation (AREA)
• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Automation & Control Theory (AREA)
• Mechanical Engineering (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Priority Applications (4)

Applications Claiming Priority (1)

Related Child Applications (1)

Publications (1)

Family

ID=91716720

Family Applications (1)

Country Status (4)

Families Citing this family (2)

Citations (8)

• 2022
  • 2022-12-27 JP JP2024567022A patent/JPWO2024142239A1/ja active Pending
  • 2022-12-27 WO PCT/JP2022/048182 patent/WO2024142239A1/ja not_active Ceased
  • 2022-12-27 EP EP22970033.1A patent/EP4620843A1/en active Pending
• 2025
  • 2025-06-24 US US19/247,989 patent/US20250321598A1/en active Pending

Patent Citations (8)

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events