CN107150594B - Electric car control device - Google Patents
Electric car control device Download PDFInfo
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- CN107150594B CN107150594B CN201710039141.8A CN201710039141A CN107150594B CN 107150594 B CN107150594 B CN 107150594B CN 201710039141 A CN201710039141 A CN 201710039141A CN 107150594 B CN107150594 B CN 107150594B
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- power supply
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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- Electric Propulsion And Braking For Vehicles (AREA)
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- Inverter Devices (AREA)
Abstract
An electric vehicle control device according to an embodiment of the present invention includes a first device, a second device, and a third device housed in one case. The first device converts ac power supplied from the overhead wire into dc power, and converts the converted dc power into ac current for driving the motor. The second device converts the ac power supplied from the overhead wire into dc power, and converts the converted dc power into ac current for a first use. The third device converts the ac power supplied from the overhead wire into dc power for a second use.
Description
Technical Field
An embodiment of the present invention relates to an electric vehicle control device.
Background
Conventionally, a control device for an electric train is known, which converts electric power supplied from an ac overhead line into electric power of a desired form, and supplies the converted electric power to a drive motor and the electric train for towing another vehicle. However, a power supply device that supplies electric power to another vehicle may be provided separately from the control device. Therefore, when the control device and the power supply device are installed in the electric train, it is difficult to secure an installation space and design an installation location. In addition, maintenance work after installation may be troublesome. Such devices are disclosed in japanese laid-open patent publication and japanese laid-open patent publication No. 2009-72049 (hereinafter referred to as patent document 1).
Disclosure of Invention
Technical problem to be solved by the invention
The invention aims to provide an electric car control device with high convenience.
Means for solving the technical problem
The electric train control device according to the embodiment includes a first device, a second device, and a third device housed in one case. The first device converts ac power supplied from the overhead wire into dc power, and converts the converted dc power into ac current for driving the motor. The second device converts the ac power supplied from the overhead wire into dc power, and converts the converted dc power into ac current for a first use. The third device converts the ac power supplied from the overhead wire into dc power for a second use.
Drawings
Fig. 1 is a schematic configuration diagram of an electric train system 1 in which electric train control devices 30A and 30B according to the embodiment are mounted.
Fig. 2 is a diagram showing an example of an electric train control device provided separately from the main converter device and the auxiliary power supply device and the passenger car power supply device.
Fig. 3 is a detailed diagram showing the phase rectifying device 210.
Fig. 4 is a diagram showing an example of the third converter 70.
Fig. 5 is a diagram showing an example of vehicles M1 and M2 provided with an electric train control device and a passenger car power supply device.
Fig. 6 is a diagram illustrating an example of a cooling facility of the electric train control device 30.
Fig. 7 is a diagram showing a schematic configuration of the electric train system 1 according to the second embodiment.
Description of the reference numerals
1. 1A: electric car system
30A, 30B: electric car control device
32a, 32 b: first converter
36a, 36 b: first inverter
50: second converter
54: second inverter
70: third converter
Detailed Description
Next, an electric train control device according to an embodiment will be described with reference to the drawings.
(first embodiment)
Fig. 1 is a schematic configuration diagram of an electric train system 1 in which electric train control devices 30A and 30B according to the embodiment are mounted. When the collector 10 is in contact with an overhead wire P, which is a supply source of ac power, an electric train (e.g., an electric locomotive) having the electric train control devices 30A and 30B mounted thereon receives power supply from the overhead wire P and runs.
The electric train system 1 includes: the wheel W, the motors Ma to Md, the collector 10, the transformer 20, the train control devices 30A and 30B, the integrated control unit 100, the first control unit 110, and the second control unit 120 are main components. Hereinafter, the electric train control devices 30A and 30B are simply referred to as "electric train control device 30" without particularly distinguishing them. The train control devices 30A and 30B have the same functional configuration, and the same reference numerals are assigned to the same functional configuration.
Ac power is supplied to the collector 10 from the overhead wire P. The transformer 20 converts the voltage of the ac power output from the collector 10 into a desired voltage. The ac power converted to a desired voltage is output to the electric train control device 30.
The Integrated control Unit 100, the first control Unit 110, and the second control Unit 120 are software functional units that function by a processor such as a CPU (Central Processing Unit) provided in the train control device 30 executing a program stored in a program memory, for example, and a part or the whole of the Integrated control Unit 100, the first control Unit 110, and the second control Unit 120 may be a hardware functional Unit such as L SI (L area Scale Integration), an ASIC (Application Specific Integrated Circuit), or an FPGA (Field Programmable Gate Array).
The integrated control unit 100 communicates with the first control unit 100 and the second control unit 120 via a communication line. The dotted line shown in fig. 1 represents a communication line. The integrated control unit 100 generates a control signal for controlling the electric train control device 30 based on the state of the electric train and a signal (such as the number of notches) input from a main controller (not shown), and outputs the control signal to the first control unit 110 or the second control unit 120. The first control unit 110 and the second control unit 120 generate and output signals for controlling the converter and the inverter included in the electric train control device 30, based on the control signals obtained from the integrated control unit 100, for example.
The electric train control device 30 includes a main converter, an auxiliary power supply, and a passenger car power supply. The main conversion device, the auxiliary power supply device and the passenger car power supply device are accommodated in a box body.
(main conversion device) the main conversion device includes: the inverter includes first converters 32a and 32b, filter capacitors 34a and 34b, first inverters 36a and 36b, first converter control units 40a and 40b, and first inverter control units 42a and 42 b. Marks "a" to "d" attached after the mark of the functional structure of the main conversion device are marks showing with respect to which motor ("motor Ma" to "motor Md") electric power is supplied. In the following, the numerals and symbols attached to the functional configurations are omitted.
The first converter 32 converts the single-phase ac voltage supplied from the transformer 20 into a dc voltage. The first converter 32 is, for example, a PWM (Pulse Width Modulation) converter. The first converter control unit 40 outputs a control signal for converting the ac voltage into a desired dc voltage to the first converter 32 based on the control signal acquired from the first control unit 110 (or the second control unit 120). The smoothing capacitor 34 smoothes the ripple component of the dc voltage output from the first converter 32.
The first inverter 36 generates a three-phase ac voltage using the dc voltage supplied from the first converter 32 side, and supplies electric power corresponding to the generated ac voltage to the motor M. The first inverter 36 is, for example, a VVVF (Variable voltage Variable Frequency) inverter. The VVVF inverter determines the pulse width of the dc voltage based on the amplitude of the ac voltage to be output. The first inverter control unit 42 controls the semiconductor elements of the first inverter 36, thereby causing the first inverter 36 to generate a desired ac voltage.
The motor M rotates the rotor by three-phase ac, and outputs a driving force. The driving force output from the motor M is transmitted to the wheels W via a coupling mechanism such as a gear not shown, and the electric train is driven. The motor M is, for example, a three-phase squirrel cage induction motor. Further, the wheel W is grounded through a line R.
(auxiliary power supply device) the auxiliary power supply device includes: a second converter 50, a smoothing capacitor 52, a second inverter 54, an AC filter 56, a second converter control section 60, and a second inverter control section 62.
The second converter 50 converts the single-phase ac voltage supplied from the transformer 20 into a dc voltage. The second converter 50 is for example a PWM converter. The second converter control unit 60 outputs a control signal for converting the ac voltage into a desired dc voltage to the second converter 50 based on the control signal obtained from the first control unit 110 (or the second control unit 120). The smoothing capacitor 52 smoothes the ripple component of the dc voltage output from the second converter 50.
The second inverter 54 generates a three-phase AC voltage using the dc voltage supplied from the second converter 50 side, and supplies electric power corresponding to the generated AC voltage to the AC filter 56. The second inverter 54 is, for example, a CVCF (Constant voltage Constant Frequency) inverter. The second inverter control unit 62 controls the semiconductor elements of the second inverter 54, thereby causing the second inverter 54 to generate a desired ac voltage.
The AC filter 56 includes, for example: a reactor and a capacitor. The AC filter 56 attenuates a high-frequency component included in the voltage output from the second inverter 54, and forms an alternating current waveform having a sinusoidal waveform. Electric power having a sinusoidal wave-like alternating current waveform is used to drive electrical components and compressors of an electric locomotive.
The passenger car power supply device includes: a third converter 70, a filter converter 72, and a third converter control unit 80. The third converter 70 converts the single-phase ac voltage supplied from the transformer 20 into a dc voltage. The third converter 70 is, for example, a PWM converter. The third converter control unit 80 outputs a control signal for converting the ac power into a desired dc power to the third converter 70. The smoothing capacitor 72 smoothes the ripple component of the dc voltage output from the third converter 70.
The third converter 70 outputs the converted dc voltage electric power to the passenger car towed by the electric locomotive. The electric power output from third converter 70 is used to drive various machines including an air conditioner provided on the passenger car. The third converter 70 of the electric train control device 30A is shared with the third converter 70 of the electric train control device 30B on the output side. Therefore, even when a failure or the like occurs in one of the passenger car power supply devices, the supply of electric power to the passenger car can be maintained.
In the train system 1 according to the first embodiment, for example, 2 train control devices 30 are mounted in a locomotive. When the ac side input of the passenger car power supply is obtained from the fourth winding of the transformer, the voltage is as low as about 300V, and if the power required for the passenger car power supply is about 400kW, a large current is formed in the primary winding, and it is difficult to form the winding of the main transformer. Therefore, the four-winding is changed into the secondary winding to suppress the current of each primary winding. The passenger car power supply devices are provided in the electric train control devices 30(30A and 30B), respectively, in a total of two. The dc side outputs of the passenger car power supply devices are connected in parallel, and the electric power output from the passenger car power supply devices is supplied to the passenger cars as a power supply for the passenger cars. With this configuration, the converter included in the passenger vehicle power supply device can be configured to be relatively small. The main converter, the auxiliary power supply device, and the passenger car power supply device can be cooled using the same cooling system used for the electric train control device 30 (see fig. 6).
Here, the main switching device and the auxiliary power supply device may be provided separately from the passenger car power supply device. Fig. 2 is a diagram showing an example of an electric train control device provided separately from the main converter device and the auxiliary power supply device and the passenger car power supply device. The electric train control devices 130A and 130B shown in fig. 2 include a main converter device and an auxiliary power supply device, and are housed in one case, but the passenger car power supply device 200 is housed in another case. The control section that controls the passenger car power supply apparatus 200 controls the conduction rate of the conversion element included in the passenger car power supply apparatus 200. Thus, the passenger vehicle power supply device 200 converts the single-phase ac voltage supplied from the transformer 20 into a dc voltage. The smoothing circuit smoothes the converted direct-current voltage and supplies electric power of the smoothed direct-current voltage to the passenger vehicle.
The passenger car power supply device 200 includes a phase rectifying device 210, a phase rectifying-side control unit 215, and a smoothing circuit including a reactor 220 and a capacitor 230 on the output side of the phase rectifying device 210. Fig. 3 is a detailed diagram showing the phase rectifying device 210. The phase rectifying device 210 has a plurality of thyristors 212-1 to 212-4. The phase rectification side controller 215 is connected to the integrated controller 100, for example, via a communication line. The phase rectification control unit 215 controls the present apparatus in accordance with an instruction from the integrated control unit 100.
The phase rectification control section 215 can arbitrarily set the phase when the elements 212-1 to 212-4 are turned on. On the other hand, the phase rectification control section 215 can set the elements 212-1 to 212-4 to the off state only when the current is zero, and thus the phase at which the elements are set to the off state cannot be arbitrarily set. In addition, since the phase rectifying device 210 performs switching (switching) of the on state or off state of the elements 212-1 to 212-4 only once at a half cycle in the frequency 60[ Hz ] of the power supply, the output dc voltage cannot be controlled precisely. In order to suppress the ripple of the dc voltage, the output side of the phase rectifying device 210 needs a smoothing circuit including a large reactor 220 and a capacitor 230. The electric power required to be supplied to the passenger car has a capacity of, for example, about 400 kW. In order to supply this capacity to a passenger car, one passenger car power supply device 200 may be increased in size of the phase rectifying device 210 and the reactor 220. Further, a dedicated cooling device for cooling the reactor 220 is required.
In contrast, the electric train control device 30 of the present embodiment includes a passenger car power supply device. The passenger car power supply apparatus has a third converter 70. The third converter 70 is, for example, a PWM converter. Fig. 4 is a diagram showing an example of the third converter 70. Since the third converter control unit 80 employs self-energizing arc-extinguishing elements 71-1 to 71-4 such as Insulated Gate Bipolar Transistors (IGBTs) for the PWM converters, the elements 71-1 to 71-4 can be controlled to be in an on state or an off state at an arbitrary phase angle regardless of the state of the current. Thus, the third converter control section 80 performs 45 times of conversion of the elements 71-1 to 71-4 which the third converter 70 has in one cycle of the power supply frequency 50[ Hz ]. As a result, the third converter control unit 80 can perform the conversion at 2250 Hz, and can suppress the ripple of the output dc voltage.
In the present embodiment, the passenger car power supply device can be provided in the case of the electric train control device 30 without providing a reactor on the output side. Further, since it is not necessary to provide a dedicated water cooling device for the reactor, the device provided in the electric vehicle control device 30 can be cooled by the same cooling mechanism.
Fig. 5 is a diagram showing an example of vehicles M1 and M2 provided with an electric train control device and a passenger car power supply device. Fig. 5(a) is a diagram showing an example of vehicles M1 and M2 provided with a passenger car power supply device 200 and electric train control devices 130A and 130B that house a main converter device and an auxiliary power supply device in one case. The vehicles M1 and M2 are vehicles (electric locomotives) that tow other vehicles, and are vehicles included in the same train. The passenger car power supply device 200 and the train control device 130 are mounted on the floor surface F1 of the vehicle M1 and the floor surface F2 of the vehicle M2. Hereinafter, the vehicle M is simply referred to as "vehicle M" when the vehicles M1 and M2 are not distinguished, and the floor F1 and the floor F2 are simply referred to as "floor F".
The train control device 130A and the train control device 130B are mounted side by side in the width direction of the floor surface F. The passenger car power supply device 200 is mounted on the longitudinal direction side (for example, the side opposite to the traveling direction) of the train control device 130A. In this case, the mounting state of the equipment on the floor surface F is asymmetrical, and it is sometimes inconvenient to mount the device or the like on the electric train. This is because, for example, the design of the apparatus at the time of installation cannot be shared, and the components of the installation apparatus cannot be shared.
In contrast, in the present embodiment, since the main converter device, the auxiliary power supply device, and the passenger car power supply device are provided on the floor surface of the vehicles M1 and M2 provided with the train control device 30 in which one box is housed, convenience for the user can be improved. Fig. 5(B) is a diagram showing an example of the vehicles M1 and M2 provided with the electric train control device 30. The electric train control devices 30A and 30B are placed side by side in the width direction of the floor surface F. In this case, the mounting state of the equipment on the floor surface F is symmetrical, and the design at the time of mounting the apparatus can be shared, and the components of the mounting apparatus can be shared. As a result, the electric train control device 30 can improve the convenience of the user.
Next, the effects exerted by the electric train control device 30 of the present embodiment will be described in more detail.
The converter of the electric train control device 30 described above generates heat due to a loss occurring at the time of switching the IGBT or at the time of energization (improvement of maintainability). As a means for suppressing heat generation from the past, there is a case of using circulating water cooling for circulating water between coolers or air cooling by a cooling fan. In the conventional configuration, the electric car control device is water-cooled, and the passenger car power supply device is air-cooled. The reason for this is that, for historical reasons, these devices have been provided separately from the past and have been manufactured by different cooling methods.
Here, the air cooling system and the water cooling system are compared from the viewpoint of maintenance, and the water cooling system is generally considered to be simple. This is because, when the air cooling system is employed, a fan needs to be provided in the power supply device, and the maintenance work is more complicated than the water cooling system because of the need to clean adhered dust and the like.
Fig. 6 is a diagram illustrating an example of a cooling facility of the electric train control device 30. The electric train control device 30 includes flow paths 400 and 410 and a pump P. The pump P discharges the liquid accumulated in the reservoir tank that accumulates the liquid (medium) supplied from the heat exchanger to the flow paths 400 and 410. The flow paths 400 and 410 circulate the liquid discharged from the pump P in the electric vehicle control device 30, and send the circulated liquid to a heat exchanger (not shown). The flow paths 400 and 410 are connected to flow paths circulating through the main switching power supply device, the auxiliary power supply device, and the passenger car power supply device. The flow paths connected to the flow paths 400 and 410 cool the main switching device, the auxiliary power supply device, and the passenger car power supply device by circulating the liquid. Further, the flow path for cooling the main conversion device includes a flow path for cooling the first converter 32 and a flow path for cooling the first inverter 36.
The electric vehicle control device 30 according to the first embodiment can unify all cooling systems into a water cooling system. In this embodiment, the water cooling pipe used in the related art may be extended, and the water cooling equipment may be collectively repaired, and the maintenance contents described above may be simplified. This can improve the maintainability.
In the conventional passenger car power supply apparatus, since a dc rectifier circuit as shown in fig. 3 is used, only the phase can be controlled, and the power cannot be controlled. In contrast, in the first embodiment, the ac side input of the power supply device for a passenger vehicle is a PWM converter that converts ac to dc. Since the PWM converter can control the current, the power can be controlled. Since the power can be controlled to 1, the efficiency of the power supply device for a passenger car can be improved.
The electric train control device 30 of the first embodiment described above can improve the convenience of the user by housing the main converter device, the auxiliary power supply device, and the passenger car power supply device in one case.
(second embodiment)
Next, a second embodiment will be explained. Here, differences from the first embodiment will be mainly described, and descriptions of functions and the like that are the same as those of the first embodiment will be omitted. While the electric train system 1A of the first embodiment includes the electric train control devices 30A and 30B, the electric train system 1A of the second embodiment does not include the electric train control device 30B and includes only the electric train control device 30A.
Fig. 7 is a diagram showing a schematic configuration of an electric train system 1A according to a second embodiment. The electric train system 1A according to the second embodiment includes: the train control device 30A, the integrated control unit 100, and the first control unit 110.
Conventionally, a PWM converter for converting driving ac of a driving motor into dc, a smoothing capacitor, a VVVF inverter, and an auxiliary power supply device for supplying electric power to a device such as a compressor in an electric vehicle are mounted in the same device, and a passenger car power supply device is a separate device. In contrast, the PWM converter used in the electric train control device 30 does not need to provide a reactor on the dc output side, and therefore, the device can be downsized to a corresponding degree. ByAs a result, the number of devices mounted on the electric locomotive can be reduced, and the size of the entire electric train system can be reduced, and as an example, the size of a passenger car power supply device provided as a separate device has been about 800mm × 1550mm × 1000mm, which is 1.24m or so, in the past3In addition, the bus power supply unit portion in the electric train control device 30 of the present embodiment is 600mm × 2050mm × 860mm 1.06m3The volume is cut by about 20%. This makes it possible to integrally house the passenger car power supply device in the main inverter.
According to the second embodiment described above, since the electric train control device 30A includes the passenger car power supply device, it is not necessary to separately provide the passenger car power supply device, and therefore the size of the device can be reduced.
In the present embodiment, the electric train control device 30 including two main conversion devices is described, but the electric train control device 30 may include any number of main conversion devices.
According to at least one embodiment described above, a highly convenient electric train control device can be provided by housing a main converter device that converts ac power supplied from the overhead wire P into dc power and converts the converted dc power into ac current for the motor M, an auxiliary power supply device, and a passenger car power supply device in one case; the auxiliary power supply device converts ac power supplied from the overhead wire P into dc power, and converts the converted dc power into ac current for a first use; the passenger car power supply device converts ac power supplied from the overhead wire into dc power for the second use.
Although several embodiments of the present invention have been described above, these embodiments are presented as examples and are not intended to limit the scope of the invention. These embodiments can be implemented in other various forms, and various omissions, substitutions, and changes can be made without departing from the spirit of the invention. These embodiments and modifications are included in the scope and spirit of the invention, and are included in the scope of the invention described in the claims and the equivalent scope thereof.
Claims (3)
1. An electric car control device is characterized in that,
the first device, the second device and the third device are accommodated in a box body,
wherein the first device converts alternating-current power supplied from an overhead wire into direct-current power, and converts the converted direct-current power into alternating-current for driving a motor;
the second device converts alternating-current power supplied from the overhead line into direct-current power, and converts the converted direct-current power into alternating-current for a first purpose;
the third device converts alternating-current power supplied from the overhead line into direct-current power for a second purpose;
the trolley control device has a first box and a second box for respectively accommodating the first device, the second device and the third device,
the third device housed in the first casing and the third device housed in the second casing are connected in parallel and shared on the output side.
2. The trolley control device according to claim 1,
the apparatus further includes a circulation path that circulates a medium common to the first device, the second device, and the third device.
3. The trolley control device according to claim 1,
the first use drives an apparatus including a compressor provided on a towing vehicle towing another vehicle,
the second purpose drives an apparatus including an air conditioning device provided on the other vehicle.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2016-041604 | 2016-03-03 | ||
| JP2016041604A JP6672017B2 (en) | 2016-03-03 | 2016-03-03 | Electric car control device |
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| Publication Number | Publication Date |
|---|---|
| CN107150594A CN107150594A (en) | 2017-09-12 |
| CN107150594B true CN107150594B (en) | 2020-07-10 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201710039141.8A Active CN107150594B (en) | 2016-03-03 | 2017-01-19 | Electric car control device |
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| JP (1) | JP6672017B2 (en) |
| CN (1) | CN107150594B (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11332245A (en) * | 1998-05-15 | 1999-11-30 | Mitsubishi Electric Corp | Method for sharing load of converter and converter apparatus |
| CN102958746A (en) * | 2010-07-30 | 2013-03-06 | 三菱电机株式会社 | Electric vehicle propulsion control device, and railway vehicle system |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0568301A (en) * | 1991-09-10 | 1993-03-19 | Toshiba Toransupooto Eng Kk | Auxiliary power supply for vehicle |
| JPWO2007138645A1 (en) * | 2006-05-25 | 2009-10-01 | 三菱電機株式会社 | Auxiliary power supply for vehicle |
| JP2009072049A (en) * | 2007-09-18 | 2009-04-02 | Toshiba Corp | Electric vehicle controller |
| KR101387092B1 (en) * | 2009-12-08 | 2014-04-18 | 미쓰비시덴키 가부시키가이샤 | Propulsion control device |
| JP2014117121A (en) * | 2012-12-12 | 2014-06-26 | Toshiba Corp | Cooling device, cooling method, and railway vehicle |
| JP6139236B2 (en) * | 2013-04-16 | 2017-05-31 | 株式会社東芝 | Electric locomotive control device |
| JP6261873B2 (en) * | 2013-04-18 | 2018-01-17 | 株式会社東芝 | Electric locomotive control device |
| JP2016010306A (en) * | 2014-06-26 | 2016-01-18 | 株式会社東芝 | Power conversion device and vehicular control device |
-
2016
- 2016-03-03 JP JP2016041604A patent/JP6672017B2/en active Active
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- 2017-01-19 CN CN201710039141.8A patent/CN107150594B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11332245A (en) * | 1998-05-15 | 1999-11-30 | Mitsubishi Electric Corp | Method for sharing load of converter and converter apparatus |
| CN102958746A (en) * | 2010-07-30 | 2013-03-06 | 三菱电机株式会社 | Electric vehicle propulsion control device, and railway vehicle system |
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| Publication number | Publication date |
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| JP6672017B2 (en) | 2020-03-25 |
| CN107150594A (en) | 2017-09-12 |
| JP2017158376A (en) | 2017-09-07 |
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