EP2212178B1 - Procédé permettant de limiter l'angle entre les axes longitudinaux de caisses de voitures attachées les unes aux autres - Google Patents
Procédé permettant de limiter l'angle entre les axes longitudinaux de caisses de voitures attachées les unes aux autres Download PDFInfo
- Publication number
- EP2212178B1 EP2212178B1 EP08850427.9A EP08850427A EP2212178B1 EP 2212178 B1 EP2212178 B1 EP 2212178B1 EP 08850427 A EP08850427 A EP 08850427A EP 2212178 B1 EP2212178 B1 EP 2212178B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- angle
- activation member
- joint
- target value
- car body
- Prior art date
- Legal status (The legal status 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 status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims description 37
- 230000000903 blocking effect Effects 0.000 claims description 7
- 238000005381 potential energy Methods 0.000 claims description 3
- 239000000725 suspension Substances 0.000 claims description 3
- 230000004913 activation Effects 0.000 claims 22
- 238000011144 upstream manufacturing Methods 0.000 claims 1
- 230000008901 benefit Effects 0.000 description 5
- 238000013016 damping Methods 0.000 description 4
- 239000012530 fluid Substances 0.000 description 4
- 238000005452 bending Methods 0.000 description 2
- 238000004364 calculation method Methods 0.000 description 1
- 230000000295 complement effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/44—Adjustment controlled by movements of vehicle body
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/10—Articulated vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
Definitions
- the invention relates to a method for limiting the angle between the longitudinal axes with each other via a joint connected car bodies of a multi-part rail vehicle, wherein each car body is supported on only one bogie, wherein the angle is actively influenced by a connected to the joint electrically controlled actuator it assumes a desired value and wherein this desired value from the Auscardwinkeln (also called relative angle) of the bogies is determined relative to the associated car bodies.
- a multipart rail vehicle is z. B. from the DE 21 23 876 A known.
- articulated vehicle it is important that the clearance gauge is not injured when cornering.
- two hydraulic cylinders are associated with a joint, which are connected to a line for hydraulic fluid. In this way, it is possible to prevent excessive buckling of the car parts against each other.
- the invention has for its object to provide a particularly advantageous in terms of its practical application method of the type mentioned.
- This object is achieved by a method for limiting the angle between the longitudinal axes with each other via a hinge jointed car bodies of a multi-part rail vehicle, wherein each car body is supported on only one bogie, wherein the angle is actively influenced by an electrically controlled actuator connected to the joint until it assumes a desired value and wherein this desired value is determined from the angle of rotation (relative angles) of the bogies relative to the associated car bodies, according to a first inventive solution achieved in that for adjusting the angle, the kinetic energy and / or the potential energy of the suspension of the Rail vehicle is used.
- the advantage is achieved that on the one hand, an electrically controlled actuator is used, which limits the angle between the car bodies particularly reliable and that no elaborate detection of the track is necessary to control this actuator. So it is possible with simple means, a multi-part rail vehicle, in which each car body is supported on only one bogie to keep reliable even in tight bends or tight bow sequences in the gauge. It can not be damaged by a collision with outside of the clearance gauge arranged devices. According to the kinetic energy and / or the potential energy of the suspension of the rail vehicle is used to adjust the angle. Thus, the particular advantage is achieved that no external auxiliary power is necessary for adjusting the angle.
- the object underlying the invention is for a method for limiting the angle between the longitudinal axes with each other via a joint connected car bodies of a multi-part rail vehicle, wherein each car body is supported on only one bogie, wherein the angle by a connected to the joint electrically controlled actuator is actively influenced until it assumes a target value and this setpoint is determined from the Auscardwinkeln (relative angles) of the bogies relative to the associated car bodies, according to a second inventive solution further solved in that the force acting on the joint measured and in the Control of the actuator is included and that when this force changes the angle away from the setpoint, the actuator is blocked or remains blocked.
- the force acting on the joint is thus measured and included in the control of the actuator and when this force changes the angle away from the setpoint, the actuator is blocked or remains blocked.
- This provides the added benefit that the joint does not have to move to detect that it is not moving to an undesired angle. It is too strong buckling adjacent car bodies against each other reliably prevented even under the action of static forces.
- external auxiliary power is used to adjust the angle. This provides the advantage that the angle remains the same even when the vehicle is not moving (statically acting forces). This auxiliary power can come when towing the towing vehicle.
- the auxiliary power is used depending on the driving conditions and / or the vehicle configuration.
- the force is limited by a pressure limiting valve in the actuator, so that a derailment of the bogies can not occur.
- the actuator is blocked for a limited time. It can not come to a too long failure of the actuator. Errors are reduced.
- the joint is a single joint and the target value is determined as a value at which the difference between the relative angle between bogie and car body for the connected car bodies is zero. This reliably limits the angle between the car bodies.
- the joint is a double joint with two vertical axes of rotation spaced apart longitudinally of the rail vehicle, and the target value is determined as the value at which the relative angle between the bogie and the body on at least one of the connected bodies is zero. It may be sufficient in this case to consider only one of the interconnected car bodies and its bogie.
- a vertical axis of rotation in front of the sedan module and the other vertical axis of rotation behind the sedan module is arranged in the longitudinal direction of the rail vehicle. It is regarded as the simple double joint only the relative angle between the bogie and the car body on one of the car seat boxes connected by the sedan module.
- the z. B. have two, three, four, five, six, seven or eight car bodies.
- the movement of the actuator is spatially and / or temporally limited. In this way it is prevented that the angle becomes so large that the clearance gauge is injured or even derailed the rail vehicle.
- a blocking of the actuator or a limiting (damping) of the movement of the actuator in dependence on the driving speed and / or other driving conditions of the rail vehicle.
- the limiting (damping) of the movement of the actuator can be useful, for example, from a speed of 60 km / h.
- the actuator is blocked for example during rapid braking and / or towing. In particular, in an emergency braking too large angle between the car bodies are avoided in this way.
- the amount of a permissible deviation of the angle from the desired value is changed, for example, as a function of the speed and / or the state of the rail vehicle. This excludes that the angle at z. B. high speed or z. B. is actively changed when towing too often. It is prevented that the angle is changed in short time intervals.
- the actuator is designed for example as an electromechanical, pneumatic, hydraulic or electro-hydraulic actuator.
- the angle is influenced by two electro-hydraulic actuators with differential cylinder.
- the actuator of the actuator comprises a chamber with piston movable therein.
- the chamber is completely or partially closed, for example. In this way, the desired blocking or limiting is particularly easy to carry out.
- the chamber is connected to a feed pump for supplying external auxiliary power.
- a feed pump for supplying external auxiliary power.
- hydraulic fluid can be introduced.
- the actuator for example, auxiliary energy is supplied only in the piston or annular chamber by electric motor and pump.
- the chamber is connected to a medium tank via a valve.
- This medium tank can contain the required hydraulic fluid.
- the movement of the actuator is effected for example by means of a Nachsaugventils between the piston and / or annular chamber on the one hand and the medium tank on the other hand, and by means of a Switching or proportional valve, which serves to relieve the cylinder chambers in the medium tank.
- valves are advantageously well suited to regulate the flow of hydraulic fluid.
- the advantage is achieved in particular that with simple means in a multi-part rail vehicle whose car bodies are each supported on only one bogie, a violation of the clearance gauge is prevented in curves.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
- Fluid-Pressure Circuits (AREA)
Claims (26)
- Procédé de limitation de l'angle entre les axes longitudinaux de caisses reliées entre elles par respectivement une articulation d'un véhicule ferroviaire en plusieurs parties, dans lequel chaque caisse ne s'appuie que sur un boggie, dans lequel on influence activement l'angle par un actionneur relié à l'articulation et régulé électriquement jusqu'à ce qu'il prenne une valeur de consigne et dans lequel on détermine cette valeur de consigne à partir des angles d'excursion du boggie par rapport aux caisses associées,
caractérisé
en ce que, pour régler l'angle, on utilise l'énergie cinétique et/ou l'énergie potentielle de la suspension du véhicule ferroviaire. - Procédé suivant la revendication 1, caractérisé en ce que l'on mesure la force appliquée à l'articulation et on l'incorpore dans la régulation de l'actionneur et en ce que, lorsque cette force modifie l'angle en l'éloignant de la valeur de consigne, on bloque l'actionneur pour qu'il reste bloqué.
- Procédé de limitation de l'angle entre les axes longitudinaux de caisses reliées entre elles par respectivement une articulation d'un véhicule ferroviaire en plusieurs parties, dans lequel chaque caisse ne s'appuie que sur un boggie, dans lequel on influence activement l'angle par un actionneur relié à l'articulation et régulé électriquement jusqu'à ce qu'il prenne une valeur de consigne et dans lequel on détermine cette valeur de consigne à partir des angles d'excursion du boggie par rapport aux caisses associées,
caractérisé
en ce que l'on mesure la force appliquée à l'articulation et on l'incorpore dans la régulation de l'actionneur et en ce que, lorsque cette force modifie l'angle en l'éloignant de la valeur de consigne, on bloque l'actionneur ou il reste bloqué. - Procédé suivant la revendication 3, caractérisé en ce que, pour régler l'angle, on utilise de l'énergie auxiliaire extérieure.
- Procédé suivant la revendication 4, caractérisé en ce que l'on utilise l'énergie auxiliaire en fonction des états de marche et/ou de la configuration du véhicule.
- Procédé suivant l'une des revendications 2 à 5, caractérisé en ce que l'on limite la force par une soupape de limitation de la pression dans l'actionneur, de manière à ce qu'un déraillement des boggies ne puisse pas se produire.
- Procédé suivant l'une des revendications 2 à 6, caractérisé en ce que l'on bloque l'actionneur d'une manière limitée dans le temps.
- Procédé suivant l'une des revendications 2 à 7, caractérisé en ce que l'on empêche, par blocage de l'actionneur, qu'une modification de l'angle dans le sens l'éloignant de la valeur de consigne et en ce que l'on ne limite pas une modification de l'angle dans le sens contraire.
- Procédé suivant l'une des revendications 1 à 8, caractérisé en ce que l'articulation est une articulation simple et en ce que l'on détermine la valeur de consigne comme valeur pour laquelle la différence de l'angle d'excursion entre boggie et caisse est nulle pour les caisses reliées.
- Procédé suivant l'une des revendications 1 à 8, caractérisé en ce que l'articulation est une articulation double ayant deux axes de rotation perpendiculaires à distance dans la direction longitudinale du véhicule ferroviaire et en ce que l'on détermine la valeur de consigne comme valeur pour laquelle l'angle d'excursion entre boggie et caisse est nul sur au moins l'une des caisses reliées.
- Procédé suivant la revendication 10, caractérisé en ce que l'articulation double fait partie d'une caisse à module doux, qui n'a pas de boggie, et en ce que, dans la direction longitudinale du véhicule ferroviaire, l'un des boggies perpendiculaires est disposé avant la caisse à module doux et l'autre boggie perpendiculaire derrière la caisse à module doux.
- Procédé suivant l'une des revendications 1 à 11, caractérisé en ce que le véhicule ferroviaire est en trois parties et ce que l'on détermine la valeur de consigne comme la valeur pour laquelle on a la relation C1·γ1+C2·γ2+C3·γ3=0, C1, C2 et C3 étant des constantes pouvant être choisies librement et γ1, γ2 et γ3 étant l'angle d'excursion entre bâti et caisse sur les trois caisses.
- Procédé suivant l'une des revendications 1 à 12, caractérisé en ce que l'on limite le déplacement de l'actionneur dans l'espace et/ou dans le temps.
- Procédé suivant l'une des revendications 2 à 13, caractérisé en ce qu'un blocage de l'actionneur ou une limitation du déplacement de l'actionneur a lieu en fonction de la vitesse de marche et/ou d'autres états de marche du véhicule ferroviaire.
- Procédé suivant l'une des revendications 2 à 14, caractérisé en ce que l'on bloque l'actionneur lors d'un freinage rapide et/ou d'un remorquage.
- Procédé suivant l'une des revendications 1 à 15, caractérisé en ce que l'on modifie le montant d'un écart admissible de l'angle à la valeur de consigne en fonction de la vitesse et/ou de l'état du véhicule ferroviaire.
- Procédé suivant l'une des revendications 1 à 16, caractérisé en ce que l'actionneur est réalisé sous la forme d'un organe moteur électromécanique, pneumatique, hydraulique ou électrohydraulique.
- Procédé suivant l'une des revendications 1 à 17, caractérisé en ce que l'on influe sur l'angle par deux organes moteurs électrohydrauliques à cylindre différentiel.
- Procédé suivant l'une des revendications 17 ou 18, caractérisé en ce que l'organe moteur de l'actionneur comprend une chambre, dans laquelle se déplace un piston.
- Procédé suivant la revendication 19, caractérisé en ce que, pour le blocage ou la limitation, on ferme la chambre en tout ou partie.
- Procédé suivant l'une des revendications 19 ou 20, caractérisé en ce que, pour bloquer l'angle, on ferme seulement les chambres de piston, seulement les chambres annulaires ou les chambres de piston et les chambres annulaires, grâce à quoi on produit des rigidités différentes du milieu dans l'organe moteur.
- Procédé suivant l'une des revendications 19 à 21, caractérisé en ce que, pour apporter de l'énergie auxiliaire extérieure, la chambre est reliée à une pompe d'alimentation.
- Procédé suivant l'une des revendications 19 à 22, caractérisé en ce que l'on envoie à l'organe moteur de l'énergie auxiliaire par le moteur électrique et la pompe, seulement dans la chambre de piston ou la chambre annulaire.
- Procédé suivant l'une des revendications 19 à 23, caractérisé en ce que la chambre communique avec un réservoir de milieu par une vanne.
- Procédé suivant la revendication 24, caractérisé en ce que le déplacement de l'actionneur s'effectue au moyen d'une soupape de post-aspiration entre la chambre de piston et/ou la chambre annulaire, d'une part, et la cuve de milieu, d'autre part, ainsi qu'au moyen d'une soupape de commande ou d'une soupape proportionnelle, qui sert à effectuer une évacuation de la chambre de cylindre à la cuve de milieu.
- Procédé suivant l'une des revendications 1 à 25, caractérisé en ce que, pour limiter le déplacement de l'actionneur, celui-ci est relié à des soupapes modifiables par échelons fixes et/ou à des soupapes proportionnelles.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL08850427T PL2212178T3 (pl) | 2007-11-16 | 2008-11-04 | Sposób ograniczania kąta między osiami wzdłużnymi połączonych ze sobą pudeł wagonów |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102007054861A DE102007054861A1 (de) | 2007-11-16 | 2007-11-16 | Verfahren zum Begrenzen des Winkels zwischen den Längsachsen miteinander verbundener Wagenkästen |
PCT/EP2008/064910 WO2009062859A1 (fr) | 2007-11-16 | 2008-11-04 | Procédé permettant de limiter l'angle entre les axes longitudinaux de caisses de voitures attachées les unes aux autres |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2212178A1 EP2212178A1 (fr) | 2010-08-04 |
EP2212178B1 true EP2212178B1 (fr) | 2017-08-02 |
Family
ID=40344797
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP08850427.9A Active EP2212178B1 (fr) | 2007-11-16 | 2008-11-04 | Procédé permettant de limiter l'angle entre les axes longitudinaux de caisses de voitures attachées les unes aux autres |
Country Status (8)
Country | Link |
---|---|
US (1) | US8483892B2 (fr) |
EP (1) | EP2212178B1 (fr) |
CN (1) | CN101868394B (fr) |
DE (1) | DE102007054861A1 (fr) |
ES (1) | ES2645071T3 (fr) |
PL (1) | PL2212178T3 (fr) |
RU (1) | RU2481215C2 (fr) |
WO (1) | WO2009062859A1 (fr) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102015000718A1 (de) * | 2015-01-21 | 2016-07-21 | Man Truck & Bus Ag | Verfahren und Vorrichtung zur Niveauregelung eines gefederten Fahrzeugaufbaus |
DE102017208760A1 (de) | 2017-05-23 | 2018-11-29 | Bombardier Transportation Gmbh | Verfahren zur Erkennung einer Entgleisung eines Schienenfahrzeugs |
Family Cites Families (29)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2060231A1 (de) * | 1970-12-08 | 1972-06-15 | Wegmann & Co | Wagengelenksteuerung fuer ein zweiteiliges Schienen-Gelenkfahrzeug,insbesondere einen Strassenbahn-Gelenkwagen |
DE2123876B2 (de) | 1971-05-14 | 1975-07-31 | Bremer Strassenbahn Ag, 2800 Bremen | Hydraulische Gelenksteuerung fur Schienenfahrzeuge |
DE2555031A1 (de) * | 1975-12-06 | 1977-06-08 | Bbc Brown Boveri & Cie | Triebdrehgestell fuer schienenfahrzeug |
DE2854776A1 (de) * | 1978-12-19 | 1980-07-17 | Maschf Augsburg Nuernberg Ag | Gelenksteuerung fuer schienenfahrzeuge |
DE3331559A1 (de) * | 1983-09-01 | 1985-03-28 | Thyssen Industrie Ag, 4300 Essen | Achssteuerung fuer schienenfahrzeuge |
DE4221117A1 (de) * | 1992-06-26 | 1994-01-05 | Krupp Verkehrstechnik Gmbh | Laufwerk für Schienenfahrzeuge |
CH690032A5 (fr) * | 1994-07-13 | 2000-03-31 | Vevey Technologies Sa | Procédé de réglage de l'orientation des dispositifs de roulement à roues orientables d'un ensemble roulant sur rail et ensemble roulant utilisant ce procédé. |
DE19538379C1 (de) * | 1995-10-14 | 1997-01-02 | Daimler Benz Ag | Zweirädiges Fahrwerk für spurgeführte Fahrzeuge |
DE19543172C1 (de) * | 1995-11-20 | 1997-05-15 | Duewag Ag | Stadtbahnwagen |
DE19617003C2 (de) | 1996-04-27 | 2002-08-01 | Bombardier Transp Gmbh | Schienenfahrzeug mit einem einachsigen Laufwerk |
US5732789A (en) * | 1996-06-24 | 1998-03-31 | Eaton Corporation | Articulated vehicle steering with bogie feedback |
DE19654862C2 (de) | 1996-12-04 | 1999-11-04 | Abb Daimler Benz Transp | Verfahren zur Beeinflussung des Knickwinkels von Schienenfahrzeug-Wagenkästen und Schienenfahrzeug zur Durchführung des Verfahrens |
DE19712752C2 (de) * | 1997-03-26 | 2003-03-27 | Bombardier Transp Gmbh | Schienenfahrzeug mit Knickgelenk und Verfahren zur Steuerung des Knickwinkels |
ES2146947T3 (es) * | 1997-10-09 | 2000-08-16 | Moog Gmbh | Dispositivo de inclinacion. |
DE19826448C2 (de) * | 1998-06-13 | 2001-07-26 | Daimler Chrysler Ag | Fahrwerk für ein Schienenfahrzeug |
DE19861086B4 (de) * | 1998-06-13 | 2004-04-15 | Bombardier Transportation Gmbh | Verfahren zur Achsausrichtung bei Schienenfahrzeugen |
DE19848127A1 (de) * | 1998-10-19 | 2000-04-20 | Claas Selbstfahr Erntemasch | Vorrichtung zur Steuerung einer Überladeeinrichtung |
DE19919208A1 (de) * | 1999-04-28 | 2000-11-02 | Daimler Chrysler Ag | Einstellbares Drehgestell mit drei Radsätzen für ein Schienenfahrzeug |
FR2794707B1 (fr) * | 1999-06-11 | 2003-03-14 | Alstom | Procede et dispositif de commande de l'inclinaison d'un vehicule ferroviaire pendulaire |
DE19936565A1 (de) * | 1999-08-04 | 2001-02-08 | Liebherr Aerospace Gmbh | Spurgeführtes Fahrzeug, insbesondere Schienenfahrzeug für den Nahverkehr |
FR2836443A1 (fr) * | 2002-02-28 | 2003-08-29 | Lohr Ind | Appui lateral flottant pour deux structures wagon succesives articulees sur un meme bogie ferroviaire |
US6871598B2 (en) * | 2002-06-14 | 2005-03-29 | General Motors Corporation | Arrangement of radial bogie |
DE10248833A1 (de) * | 2002-10-19 | 2004-04-29 | Voith Turbo Gmbh & Co. Kg | Wellenstrang, insbesondere Gelenkwelle und homokinetischer Drehgestellantrieb für Schienenfahrzeuge |
US6910426B2 (en) * | 2003-01-31 | 2005-06-28 | Besco Limited | Control arm system for steering bogie wheels and axles |
US20050183625A1 (en) * | 2004-02-23 | 2005-08-25 | Goding David J. | High efficiency semi-articulated railway power bogie |
DE102006025773A1 (de) * | 2006-05-31 | 2007-12-06 | Bombardier Transportation Gmbh | Verfahren zur Regelung eines aktiven Fahrwerks eines Schienenfahrzeugs |
AU2008217566B2 (en) * | 2007-02-22 | 2012-09-20 | Central Queensland University | Steering railway bogie |
WO2009038068A1 (fr) * | 2007-09-21 | 2009-03-26 | Sumitomo Metal Industries, Ltd. | Bogie directeur pour matériel roulant, matériel roulant et véhicule articulé |
FR2958906B1 (fr) * | 2010-04-14 | 2012-05-25 | Alstom Transp | Bogie moteur |
-
2007
- 2007-11-16 DE DE102007054861A patent/DE102007054861A1/de not_active Ceased
-
2008
- 2008-11-04 PL PL08850427T patent/PL2212178T3/pl unknown
- 2008-11-04 US US12/743,304 patent/US8483892B2/en not_active Expired - Fee Related
- 2008-11-04 RU RU2010124387/11A patent/RU2481215C2/ru not_active IP Right Cessation
- 2008-11-04 WO PCT/EP2008/064910 patent/WO2009062859A1/fr active Application Filing
- 2008-11-04 CN CN200880116487.2A patent/CN101868394B/zh not_active Expired - Fee Related
- 2008-11-04 EP EP08850427.9A patent/EP2212178B1/fr active Active
- 2008-11-04 ES ES08850427.9T patent/ES2645071T3/es active Active
Non-Patent Citations (1)
Title |
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None * |
Also Published As
Publication number | Publication date |
---|---|
US20100270254A1 (en) | 2010-10-28 |
RU2481215C2 (ru) | 2013-05-10 |
RU2010124387A (ru) | 2011-12-27 |
CN101868394A (zh) | 2010-10-20 |
ES2645071T3 (es) | 2017-12-04 |
DE102007054861A1 (de) | 2009-05-28 |
CN101868394B (zh) | 2014-07-30 |
PL2212178T3 (pl) | 2018-01-31 |
US8483892B2 (en) | 2013-07-09 |
WO2009062859A1 (fr) | 2009-05-22 |
EP2212178A1 (fr) | 2010-08-04 |
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