EP3201457A1 - Method and control device for operating a system consisting of a plurality of internal combustion engines - Google Patents
Method and control device for operating a system consisting of a plurality of internal combustion enginesInfo
- Publication number
- EP3201457A1 EP3201457A1 EP15781880.8A EP15781880A EP3201457A1 EP 3201457 A1 EP3201457 A1 EP 3201457A1 EP 15781880 A EP15781880 A EP 15781880A EP 3201457 A1 EP3201457 A1 EP 3201457A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- internal combustion
- combustion engine
- exhaust gas
- drive power
- aftertreatment device
- 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.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D25/00—Controlling two or more co-operating engines
- F02D25/04—Controlling two or more co-operating engines by cutting-out engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0082—Controlling each cylinder individually per groups or banks
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D25/00—Controlling two or more co-operating engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
-
- 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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the invention relates to a method for operating a system of several internal combustion engines. Furthermore, the invention relates to a control device for carrying out the method.
- each internal combustion engine of such a system of internal combustion engines an individual exhaust aftertreatment device or several internal combustion engines of such a system of internal combustion engines is arranged downstream of a common exhaust gas aftertreatment device. Then, when internal combustion engine is followed by an individual exhaust aftertreatment device, the exhaust gas of the respective internal combustion engine in the respective exhaust gas aftertreatment device is subjected to an individual exhaust aftertreatment. Then, when a common exhaust gas aftertreatment device is arranged downstream of a plurality of internal combustion engines, the exhaust gas of these multiple internal combustion engines is combined for joint exhaust gas aftertreatment and then conducted via the common exhaust gas aftertreatment device.
- Such an exhaust aftertreatment device may be, for example, an SCR catalyst in which nitrogen oxides are converted to nitrogen and water vapor using a reducing agent, such as ammonia.
- a reducing agent such as ammonia.
- Such an SCR catalyst may be preceded by a NO oxidation catalyst to convert NO into NO 2 upstream of the SCR catalyst and thereby increase the reaction rate in the SCR catalyst.
- an exhaust aftertreatment device may also comprise a CH 4 oxidation catalyst in order, for example, to reduce CH emissions, which occur in particular in gas engines.
- the regeneration of the respective exhaust aftertreatment device presents difficulties. This is due inter alia to the fact that for an effective regeneration of an exhaust aftertreatment device, the drive power of at least one internal combustion engine of the system has to be reduced from a plurality of internal combustion engines.
- the internal combustion engines each provide drive power for at least one common consumer, since then the drive power available to the common consumer would be reduced and the same could no longer be operated in full.
- the present invention has the object to provide a novel method for operating a system of a plurality of internal combustion engines and a control device for carrying out the method.
- the drive power of at least one first internal combustion engine is reduced, the temperature of the exhaust gas of the or each first internal combustion engine is increased, and the drive power of at least one second internal combustion engine is increased such that the reduction of the drive power at the or each first internal combustion engine at least partially compensates for the regeneration of an exhaust gas aftertreatment device becomes.
- the drive power of at least one first internal combustion engine is reduced. Further, the temperature of the exhaust gas of the or each first internal combustion engine whose driving power is reduced is increased. Furthermore, the drive power of at least one second internal combustion engine is increased in order to at least partially compensate for the reduction of the drive power of the or each first internal combustion engine. This makes it possible, despite the reduction of the drive power at least a first internal combustion engine, to keep the total drive power provided for the respective common load of the system from coupled internal combustion engines constant.
- the exhaust gas temperature of the exhaust gas of the respective first internal combustion engine can be increased in particular by an engine-side intervention on the respective first internal combustion engine, without the risk that critical component temperatures are exceeded at the respective first internal combustion engine.
- the exhaust gas temperature at the or each first internal combustion engine whose drive power is reduced can also be increased by an external heat source.
- each internal combustion engine is followed by an individual exhaust aftertreatment device, the drive power of the respective first internal combustion engine is reduced for regeneration of the exhaust gas aftertreatment device of at least one first internal combustion engine, and furthermore the drive power of at least one second internal combustion engine whose exhaust aftertreatment device is not regenerated is increased such that the reduction in drive power on the or each first internal combustion engine is compensated.
- the temperature of the exhaust gas to be regenerated via the exhaust aftertreatment device of the respective first internal combustion engine is increased, in particular by an engine intervention on the respective first internal combustion engine, wherein the drive power of the or each second internal combustion engine is increased such that one of the first and second internal combustion engines in total provided total drive power remains constant.
- This embodiment of the method is advantageous if each internal combustion engine is arranged downstream of an individual exhaust aftertreatment device.
- the drive power of at least a first internal combustion engine is reduced to regenerate an exhaust aftertreatment device, and further the drive power of at least a second internal combustion engine, the exhaust gas is passed through the same exhaust aftertreatment device, such that the reduction of the drive power is compensated on the or each first internal combustion engine.
- the temperature Temperature of the exhaust gas of the or each first internal combustion engine whose drive power is reduced, in particular increased by an engine intervention on the respective first internal combustion engine, and moreover, the drive power of at least a second internal combustion engine is increased such that the reduction of the drive power to the or each first internal combustion engine such is compensated that a total provided by the first and second internal combustion engines total drive power remains constant.
- This embodiment of the method is advantageous if a plurality of internal combustion engines downstream of a common exhaust gas aftertreatment device.
- the temperature of the exhaust gas of the respective first internal combustion engine, the drive line is reduced by changing an air-fuel ratio and / or by changing an injection start and / or by changing an injection pressure and / or by changing a compression ratio and / or by change increased by valve opening times and / or by changing a charge air temperature and / or by changing an exhaust back pressure.
- the temperature of the exhaust gas of the respective first internal combustion engine, the drive line is reduced, increased by an external heat source.
- the temperature of the exhaust gas at the respective first internal combustion engine whose drive power is reduced can be increased particularly advantageously.
- the control device comprises means for carrying out the method according to the invention.
- Fig. 1 is a block diagram of a first system of several internal combustion engines.
- Fig. 2 is a block diagram of a second system of several internal combustion engines.
- the invention relates to a method for operating a system of a plurality of internal combustion engines and a control device for carrying out the method.
- FIG. 1 shows in highly schematic form a first system 1 comprising a plurality of internal combustion engines 2, 3.
- the internal combustion engines 2, 3 shown in FIG. 1 are coupled in such a way that drive powers provided by the same are taken from a common consumer 4.
- This consumer 4 may be, for example, a hydraulic or electrical or mechanical or other consumer whose required drive power is provided by both internal combustion engines 2 and 3 in total. Both internal combustion engines 2 and 3 accordingly provide partial drive powers for the common consumer 4.
- each of the internal combustion engines supplies fuel 5 and 6 and, on the other hand, combustion air 7, 8, wherein the fuel 5, 6 is burned in the respective internal combustion engine 2, 3 and exhaust gas 9, 10 is discharged from the respective internal combustion engine 2, 3 becomes.
- each internal combustion engine 2, 3 is assigned an individual exhaust aftertreatment device 1 1, 12, in which the respective exhaust gas 9, 10 of the respective internal combustion engine 2, 3 is subjected to an individual exhaust aftertreatment. Accordingly, the exhaust gas aftertreatment device 1 1, 12 leaves cleaned exhaust gas 13, 14.
- the exhaust aftertreatment device 12 which is connected downstream of the internal combustion engine 2, be regenerated, the drive power of the internal combustion engine 2 is reduced according to the invention for the regeneration of this exhaust aftertreatment device 12, the temperature of the exhaust gas 10 of this reduced in the drive power engine 2 and further increases the drive power the internal combustion engine 3, the exhaust aftertreatment device 1 1 is not regenerated, increases, in such a way that the reduction of the drive power to the internal combustion engine 2 at least partially, preferably completely, is compensated so as to provide for the common consumer 4 in total a constant total drive power.
- the drive power is reduced at a first internal combustion engine, which is upstream of the exhaust aftertreatment device to be regenerated.
- the exhaust aftertreatment device is not regenerated, the drive power is increased to compensate for the reduced drive power of the first internal combustion engine.
- the temperature of the exhaust gas of that first internal combustion engine whose driving power has been reduced is increased to regenerate the exhaust gas after-treatment device downstream of this first internal combustion engine due to increased exhaust gas temperature.
- the total drive power provided by the internal combustion engines remains constant, so that despite the reduction of the drive power to the first internal combustion engine due to the increase in the drive power to the second internal combustion engine, the common consumer can still be operated fully.
- the increase in the exhaust gas temperature of the exhaust gas of that first internal combustion engine, the drive power is reduced, is preferably carried out by an engine-side engagement with the respective, reduced in the drive power first internal combustion engine.
- Your such engine-side engagement for example, by changing an air-fuel ratio and / or by changing an injection start and / or by changing an injection pressure and / or by changing a compression ratio and / or by changing valve opening times and / or by change a charge air temperature and / or by changing an exhaust back pressure at the respective, reduced in the drive power engine, take place.
- each exhaust gas aftertreatment device 1 1, 12 of the system 1 of FIG. 1 is assigned at least one sensor 15, 16, with the aid of which it can be automatically detected, whether for the respective exhaust gas aftertreatment device 1 1, 12 a regeneration is required.
- This can be done for example via a NOx sensor or NH 3 - sensor or a soot sensor.
- the measurement signal provided by the sensors 15, 16 is provided to a control device 17 which, when it detects that regeneration is required on one of the exhaust aftertreatment devices 1 1, 12, automatically carries out the above method by applying to the internal combustion engine, which is upstream of the exhaust aftertreatment device to be regenerated, the drive power is reduced, the exhaust gas temperature of this internal combustion engine increases and further the drive power of the other internal combustion engine, the exhaust aftertreatment device is not to be regenerated, increased to compensate for the reduction of the drive power to the other internal combustion engine ne.
- the control device 17 comprises means for carrying out the method according to the invention. These resources are hardware resources and software resources.
- the hardware-side means of the control device 17 are data interfaces in order to exchange data with the modules involved in carrying out the method according to the invention.
- the hardware-side means of the control device 17 are a processor for data processing and a memory for storing data.
- the software-side means of the control device 17 are program modules which serve to carry out the method according to the invention.
- FIG. 2 shows an alternative system 21 comprising a plurality of coupled internal combustion engines 22, 23, the drive power of which is in turn removed by a common consumer 24.
- fuel 25 and 26 is burned in the presence of charge air 27 and 28 to produce corresponding exhaust gas 29 and 30, however, in contrast to the system 1 of Fig. 1 in the system 21 of FIG Exhaust 29, 30 of the two
- Internal combustion engines 22, 23 are guided via a common exhaust gas aftertreatment device 31 and subjected to a common exhaust aftertreatment.
- the exhaust gas 29, 30 of both internal combustion engines 22, 23 is therefore guided in FIG. 2 via the common exhaust gas aftertreatment device 31, the same cleaned exhaust gas 32 leaving.
- the exhaust aftertreatment device 31 is to be regenerated, which can be detected, for example, via a sensor 33 associated with the exhaust aftertreatment device 31, the drive power of a first internal combustion engine of the system 21 is reduced, the temperature of the exhaust gas of this first internal combustion engine reduced in drive power increases and increases the driving power of the other, second internal combustion engine to compensate for the reduction of the drive power of the other internal combustion engine.
- the driving power of the internal combustion engine 22 can be reduced, the temperature of the exhaust gas 30 of this internal combustion engine 22 can be increased, and the driving power of the other internal combustion engine 23 can be increased, so that the two internal combustion engines 22 and 23 in turn for the total common load 24 provide a constant total drive power.
- the increase in the exhaust gas temperature of the exhaust gas 30 at the engine 22 reduced in its drive power can take place in accordance with the embodiment of FIG. 1 again via at least one of the above-mentioned engine-side interventions and / or via an external heat source.
- an external heat source 34 or 35 positioned over which the respective exhaust gas can be heated 29 and 30 of the respective internal combustion engine.
- the regeneration thereof can be improved, but for this it is necessary for individual sections of the exhaust aftertreatment device 31 to be separated or decoupled from one another, for example by flaps or other shut-off elements for regeneration.
- FIG. 2 again shows a control device 36 which serves to carry out the method according to the invention and has means for carrying it out.
- the exhaust aftertreatment devices 1 1, 12, 31 shown in FIGS. 1 and 2 may comprise SCR catalysts with optionally upstream NO oxidation catalysts. Furthermore, the exhaust aftertreatment devices 1 1, 12, 31 may also comprise CH 4 oxidation catalysts and / or CH 2 0 oxidation catalysts and / or NO x storage catalysts or the like, which can be regenerated by a temperature increase.
- both internal combustion engines 2 and 3 provide a drive power of 5 MW for the common load 4, so that they accordingly provide in total a total drive power of 10 MW.
- the temperatures of the exhaust gases 9, 10 are in each case approximately 320 ° C.
- the sensors 15, 16 designed as NOx sensors measure in purified exhaust gas 13, 14 a NOx concentration of approximately 400 mg / Nm 3 .
- the sensor 1 6 detects an increase in the NOx concentration in the purified exhaust gas stream 14 to 700 mg / Nm 3 .
- the control device 17 concludes that the exhaust gas aftertreatment device 12 is to be regenerated on the basis of this increased NOx concentration.
- the drive power of the internal combustion engine 2 is then automatically reduced, for example, to 2 MW and the drive power to the internal combustion engine 3 is increased to 8 MW to compensate for this reduction, so that both internal combustion engines 2, 3 then in total a total drive power of 10 MW for the provide common consumer 4.
- the temperature of the exhaust gas 10 leaving the engine 2 is increased, for example, to 380 ° C., as shown above, by at least one engine-side engagement and / or at least one external heat source.
- the above measures taken for the regeneration of the respective exhaust aftertreatment device namely the reduction of the drive power of at least a first internal combustion engine, the increase of the temperature of the exhaust gas of the or each first internal combustion engine, and further increasing the drive power of at least a second internal combustion engine to compensate for the reduction of Drive power at the or each first internal combustion engine, for example, can be timed for a fixed period of time to regenerate the respective exhaust aftertreatment device in terms of timing.
- the exhaust gas temperature is then lowered at the reduced in terms of their drive power first internal combustion engine, which increases in terms of their drive power reduced first internal combustion engine in their drive power and correspondingly reduces the other internal combustion engine in their drive power, so after Regenration the exhaust aftertreatment device, the two Combustion engines in total again provide a constant drive power.
- the above measures taken to regenerate the respective exhaust gas aftertreatment device may be to reduce the drive power of at least one first internal combustion engine, increase the temperature of the exhaust gas of the or each first internal combustion engine, and further increase the drive power of at least one second internal combustion engine to compensate Reduction of the drive power at the or each first internal combustion engine, also time-variable in the sense of a regulation to be taken to regenerate the respective exhaust aftertreatment device depending on the degree of regeneration or regeneration success.
- the regeneration of the respective exhaust aftertreatment device is terminated in particular when z. B. depending on the measurement signal of at least one sensor of the respective exhaust aftertreatment device is determined that no regeneration of the respective exhaust aftertreatment device is required more.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Gas After Treatment (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102014014636.7A DE102014014636A1 (en) | 2014-10-01 | 2014-10-01 | Method and control device for operating a system of several internal combustion engines |
PCT/EP2015/072627 WO2016050881A1 (en) | 2014-10-01 | 2015-09-30 | Method and control device for operating a system consisting of a plurality of internal combustion engines |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3201457A1 true EP3201457A1 (en) | 2017-08-09 |
Family
ID=54337242
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15781880.8A Pending EP3201457A1 (en) | 2014-10-01 | 2015-09-30 | Method and control device for operating a system consisting of a plurality of internal combustion engines |
Country Status (7)
Country | Link |
---|---|
US (1) | US10100755B2 (en) |
EP (1) | EP3201457A1 (en) |
JP (1) | JP6412257B2 (en) |
KR (1) | KR20170041241A (en) |
CN (1) | CN107076042B (en) |
DE (1) | DE102014014636A1 (en) |
WO (1) | WO2016050881A1 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE202017105323U1 (en) | 2017-09-05 | 2017-09-25 | Man Diesel & Turbo Se | Control device for operating a system of several internal combustion engines |
DE102017123044A1 (en) * | 2017-10-05 | 2019-04-11 | Man Diesel & Turbo Se | Method and control device for operating a system of several internal combustion engines |
DE102017123040A1 (en) * | 2017-10-05 | 2019-04-11 | Man Energy Solutions Se | Method and control device for operating a system of several internal combustion engines |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6345496B1 (en) * | 1995-11-09 | 2002-02-12 | Toyota Jidosha Kabushiki Kaisha | Method and device for purifying exhaust gas of an engine |
JP3702544B2 (en) * | 1996-03-22 | 2005-10-05 | トヨタ自動車株式会社 | Exhaust gas purification device for internal combustion engine |
US6698394B2 (en) * | 1999-03-23 | 2004-03-02 | Thomas Engine Company | Homogenous charge compression ignition and barrel engines |
DE10018062B4 (en) * | 2000-04-12 | 2014-04-03 | Volkswagen Ag | Multi-cylinder engine for motor vehicles having a multi-flow exhaust gas purification system and method for controlling operation of the multi-cylinder engine |
DE10101593B4 (en) * | 2001-01-16 | 2010-07-15 | Bayerische Motoren Werke Aktiengesellschaft | Method for operating an internal combustion engine provided with direct fuel injection into the combustion chamber |
DE10131802A1 (en) * | 2001-06-30 | 2003-01-16 | Bosch Gmbh Robert | Method for controlling an internal combustion engine |
DE10238771B4 (en) | 2002-08-23 | 2009-01-22 | Umicore Ag & Co. Kg | Process for desulfating a nitrogen oxide storage catalyst |
US20070204594A1 (en) | 2006-03-02 | 2007-09-06 | Nissan Motor Co., Ltd. | Exhaust purification system for hybrid vehicle |
JP2007230475A (en) | 2006-03-03 | 2007-09-13 | Nissan Motor Co Ltd | Exhaust gas purification system for hybrid vehicle |
JP5308179B2 (en) * | 2009-02-12 | 2013-10-09 | ヤンマー株式会社 | Exhaust gas purification system |
DE102009030771A1 (en) * | 2009-06-27 | 2010-12-30 | Mahle International Gmbh | Piston engine and operating procedures |
US8868266B2 (en) * | 2011-08-19 | 2014-10-21 | General Electric Company | Method and system for engine exhaust filter regeneration of a vehicle in a consist |
CA2865958C (en) * | 2012-03-15 | 2021-04-27 | Bright Energy Storage Technologies, Llp | Auxiliary power unit assembly and method of use |
US9644528B2 (en) * | 2013-01-31 | 2017-05-09 | Electro-Motive Diesel, Inc. | Engine system with EGR over-pressure protection |
-
2014
- 2014-10-01 DE DE102014014636.7A patent/DE102014014636A1/en active Pending
-
2015
- 2015-09-30 EP EP15781880.8A patent/EP3201457A1/en active Pending
- 2015-09-30 CN CN201580053528.8A patent/CN107076042B/en active Active
- 2015-09-30 KR KR1020177006180A patent/KR20170041241A/en not_active Application Discontinuation
- 2015-09-30 JP JP2017513528A patent/JP6412257B2/en active Active
- 2015-09-30 WO PCT/EP2015/072627 patent/WO2016050881A1/en active Application Filing
- 2015-09-30 US US15/515,382 patent/US10100755B2/en active Active
Also Published As
Publication number | Publication date |
---|---|
KR20170041241A (en) | 2017-04-14 |
JP6412257B2 (en) | 2018-10-24 |
CN107076042B (en) | 2020-09-08 |
WO2016050881A1 (en) | 2016-04-07 |
CN107076042A (en) | 2017-08-18 |
US10100755B2 (en) | 2018-10-16 |
JP2017533373A (en) | 2017-11-09 |
DE102014014636A1 (en) | 2016-04-07 |
US20170218857A1 (en) | 2017-08-03 |
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