Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
  • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
  • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
  • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
  • B66B5/06—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed electrical
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B1/00—Control systems of elevators in general
  • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
  • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
  • B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B1/00—Control systems of elevators in general
  • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
  • B66B1/3492—Position or motion detectors or driving means for the detector
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
  • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
  • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
  • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
  • B66B5/14—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions in case of excessive loads
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
  • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
  • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
  • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces

Definitions

• the present invention relates to a brake system for an elevator that performs a braking operation for stopping a force when an overspeed of the force is detected.
• a brake device In a conventional elevator, a brake device has been proposed that forcibly stops a force car when an overspeed of the car is detected by an overspeed detection means.
• the overspeed detection means a one-stage overspeed detection level that is higher than the normal speed level of the car is set.
• the overspeed detection level continuously varies toward the end of the hoistway. When the car speed exceeds the overspeed detection level, the overspeed detection means detects the overspeed of the car (see Patent Document 1).
• Patent Document 1 JP 2004-123279 A
• the overspeed detection level set in the overspeed detection means is only one stage, so the overspeed detection means has detected the overspeed of the car.
• the same braking force is applied to the car by the same operation even if the weight in the force cage and the condition of the moving direction of the force are different. For this reason, an unbalance occurs between the car side and the counterweight side, for example, when a large number of passengers are in the car and the force is rising. If the direction of the direction is to stop the car, there is a risk that a big shock will be given to the car when the brake device is operated.
• the present invention has been made to solve the above-described problems, and it is an object of the present invention to provide an elevator brake system capable of reducing the impact on the car when the brake device is operated. Objective.
• the elevator brake system is capable of executing a plurality of different braking operations, a braking device that brakes the force by performing the braking operation, and an emergency speed in which the speed of the car is preliminarily set.
• An emergency stop device that is activated when the stop overspeed is reached and prevents the car from falling, and a plurality of overspeed levels that correspond to each braking operation and are lower than the emergency stop overspeed by a value.
• a safety device that is set according to the position of the cage and causes the brake device to perform braking action corresponding to the overspeed level at which the speed of the force has reached when the speed of the force reaches each overspeed level. It has. Brief Description of Drawings
• FIG. 1 is a configuration diagram showing an elevator according to Embodiment 1 of the present invention.
• FIG. 2 is a graph showing criterion data set on the monitoring board of FIG.
• FIG. 3 is a flowchart showing a processing operation of the safety device of FIG.
• FIG. 4 is a configuration diagram showing an elevator brake system according to Embodiment 2 of the present invention.
• FIG. 5 is a graph showing criterion data set on the monitoring board of FIG.
• FIG. 6 is a flowchart showing the processing operation of the safety device of FIG.
• FIG. 1 is a block diagram showing an elevator according to Embodiment 1 of the present invention.
• a car 2 is lifted and lowered while being guided by a force guide rail (not shown), and a balance is lifted and lowered while being guided by a counterweight guide rail (not shown).
• Weight 3 and are provided.
• a lifting machine (driving device) 4 for raising and lowering the force 2 and the counterweight 3 is provided in the lower part of the hoistway 1, a lifting machine (driving device) 4 for raising and lowering the force 2 and the counterweight 3 is provided.
• the lifting machine 4 includes a lifting machine body 5 including a motor and a drive sheave 6 that is a sheave rotated by the lifting machine body 5.
• a plurality of main ropes 7 are wound around the drive sheave 6.
• the car 2 and the counterweight 3 are suspended in the hoistway 1 by the main ropes 7. Further, the force 2 and the counterweight 3 are moved up and down by the rotation of the drive sheave 6. That is, the drive sheave 6 is rotated as the car 2 and the counterweight 3 move.
• the hoisting machine 4 is equipped with a brake device 8 for braking the car 2 by braking the rotation of the drive sheave 6.
• the brake device 8 includes a brake 1 that contacts and separates from the drive sheave 6, a biasing spring that biases the brake shoe in a direction to contact the drive sheave 6, and a brake against the biasing force of the biasing spring when energized. And an electromagnetic magnet that separates the shoe from the drive sheave 6.
• a pair of car suspension wheels 9 is provided at the lower part of the car 2.
• a counterweight suspension car 10 is provided on the top of the counterweight 3.
• a pair of a car side return wheel 11, a counterweight side return wheel 12, a first rope stopping device 13, and a second rope stopping device 14 are provided in the upper part of the hoistway 1.
• One end 7 a of each main rope 7 is connected to the first rope stopping device 13.
• the other rope 7 is connected to the other end 7b of each main rope 7.
• Each main rope 7 is wound from one end 7a in the order of each car suspension car 9, each car side return wheel 11, drive sheave 6, counterweight side return car 12, and counterweight suspension car 10. It reaches the end 7b.
• the car 2 is equipped with an emergency stop device (not shown) for preventing the force 2 from dropping.
• the emergency stop device applies a braking force directly to the car 2 by bringing a wedge (braking member) into contact with the car guide rail.
• the emergency stop device is operated by operating the operating lever 15 protruding from the force 2.
• a speed governor 16 for operating the operation lever 15 is provided in the upper part of the hoistway 1.
• the governor 16 has a governor sheave 17.
• a tension wheel 18 is provided in the lower part of the hoistway 1.
• a governor rope 19 connected to the operation lever 15 is wound between the governor sheave 17 and the tension wheel 18. Thereby, the governor rope 19 is moved together with the force 2, and the governor sheave 17 and the tension wheel 18 are rotated according to the movement of the force 2.
• the governor rope 19 is gripped by the governor 16 when the speed of the car 2 reaches a predetermined overspeed (emergency stop operation overspeed).
• the operating lever 15 is operated by gripping the governor rope 19 by the governor 16.
• the governor 16 is provided with a governor encoder (detector) 20 that generates a signal corresponding to the rotation of the governor sheave 17.
• a governor encoder detector
• an upper reference position sensor 21 and a lower reference position sensor 22 are provided for generating a detection signal when the force 2 passes.
• the upper reference position sensor 21 and the lower reference position sensor 22 are arranged at intervals.
• the upper reference position sensor 21 is arranged in the upper part in the hoistway 1
• the lower reference position sensor 22 is arranged in the lower part in the hoistway 1.
• the safety device 23 controls the operation of the brake device 8 based on the information of each force of the governor encoder 20, the upper reference position sensor 21, and the lower reference position sensor 22.
• the brake device 8 can execute a plurality of different braking operations under the control of the safety device 23. That is, the safety device 23 can control the brake device 8 so as to brake the rotation of the drive sheave 6 by different methods.
• the brake device 8 is configured to soften the first braking operation that instantaneously applies the entire braking force of the brake device 8 to the drive sheave 6 and the impact on the force 2 by the control of the safety device 23.
• the second braking operation that applies the braking force to the drive sheave 6 can be executed while adjusting the braking force. That is, the brake device 8 is driven by the safety device 23 so that the deceleration of the car 2 when braked by the second braking operation is smaller than the deceleration of the cage 2 when braked by the first braking operation. To be controlled.
• a brake torque for stopping the car 2 is calculated from the load (loading amount) of the force 2 and the moving direction of the car 2, and the brake torque corresponding to the calculated brake torque is calculated.
• Select the number of brake parts according to the brake torque from the method of supplying current to the electromagnetic magnet of the brake device 8 by selecting the electric circuit and the multiple brake parts for braking the rotation of the drive sheave 6.
• the safety device 23 includes a monitoring board (monitoring unit) 24 that monitors the position and speed of the car 2, and a brake control board (brake control unit) 2 that controls the brake device 8 when performing the second control operation.
• the monitoring board 24 calculates the position and speed of the force 2 based on information from the governor encoder 20, the upper reference position sensor 21, and the lower reference position sensor 22, respectively. In addition, it was determined whether or not the overspeed of the car 2 was detected on the monitoring board 24. For this reason, judgment standard data (judgment standard information) to be compared with the calculated position and velocity of the force 2 is preliminarily set. Further, the monitoring board 24 detects the overspeed of the car 2 by comparing the position and speed of the car 2 with the judgment reference data, and according to the overspeed level of the car 2, the brake device 8 In addition, an operation signal is selectively output to the brake control board 25.
• the brake control board 25 is configured to control the second braking operation with respect to the brake device 8 when receiving the operation signal from the monitoring board 24.
• the brake device 8 performs a first braking operation when receiving an operation signal from the monitoring board 24, and performs a second braking operation under the control of the brake control board 25.
• a car shock absorber 26 is disposed at a position below the force 2
• a counterweight shock absorber 27 is disposed at a position below the counterweight 3.
• an upper limit switch 28 that is activated when the car 2 reaches the upper limit position set in advance is arranged at a position above the upper reference position sensor 21 in the hoistway 1.
• a lower limit switch 29 is provided at a position below the lower reference position sensor 22 and is activated when the force 2 reaches the lower limit position set by force.
• the operation of the elevator is controlled by a control device 30 provided in the hoistway 1.
• FIG. 2 is a graph showing the criterion data set on the monitoring board 24 of FIG.
• the judgment reference data includes the normal speed pattern 31 in which the speed of the car 2 during normal operation is set according to the position of the car 2 and the first overrun that is set higher than the normal speed pattern 31. Includes speed pattern 32 and second overspeed pattern 33.
• the first overspeed pattern 32 of the first and second overspeed patterns 32 and 33 is set as the highest overspeed pattern.
• the first overspeed pattern 32 is configured by setting the speed of the car 2 (first overspeed level) when causing the braking device 8 to perform the first braking operation according to the position of the car 2. ⁇ .
• the second overspeed pattern 33 is configured by setting the speed of the force 2 (second overspeed level) when causing the brake device 8 to perform the second braking operation according to the position of the force 2. It is. [0026] When the speed of the force 2 reaches the second overspeed pattern 33, the monitoring board 24 outputs an operation signal to the brake control board 25, and the speed of the force 2 changes to the first overspeed pattern 32. When this value is reached, an operation signal is output to the brake device 8. That is, the second overspeed pattern 33 corresponds to the second braking operation, and the first overspeed pattern 32 corresponds to the first braking operation.
• the hoistway 1 is provided with a constant speed section and a speed change section that are adjacent to each other in the moving direction of the force 2.
• the position of the speed change section is closer to the end of the hoistway 1 than the position of the constant speed section.
• the constant speed section and the speed change section are adjacent to each other at the section boundary position in the hoistway 1.
• the normal speed pattern 31 has a normal constant speed pattern portion that is set to a constant value in the constant speed section, and a normal speed change pattern portion that continuously decreases as the end portion of the hoistway 1 is approached in the speed change section. is doing.
• the first overspeed pattern 32 includes a first constant overspeed pattern portion OS1 that is a constant value in the constant speed section, and a first overspeed pattern that decreases continuously as it approaches the end of the hoistway 1 in the shift section. Pattern part SETS1.
• the second overspeed pattern 33 is a second constant overspeed pattern OS2 that is constant in the constant speed section, and the second overspeed pattern 33 that decreases continuously as it approaches the end of the hoistway 1 in the shift section. It has a transition speed pattern section SETS2.
• the value of the first constant overspeed pattern portion OS1 is 1.3 times that of the normal constant speed pattern portion.
• the value of the first overspeed pattern portion SETS 1 is set to the lower limit of the permissible collision speed value of the force buffer 26.
• FIG. 3 is a flowchart showing the processing operation of the safety device 23 of FIG.
• information from the governor encoder 20, the upper reference position sensor 21 and the lower reference position sensor 22 is constantly transmitted to the monitoring board 24 (S1). Thereby, the position and speed of the force 2 are calculated by the monitoring board 24 (S2). Thereafter, the monitoring board 24 determines whether or not the calculated position of the car 2 is in the shift zone (S3).
• the monitoring board 24 determines whether or not the calculated speed of the car 2 is smaller than the first constant overspeed pattern portion OS1. Determined (S4). It is determined that the speed of force 2 is equal to or higher than the first constant overspeed pattern part OS 1. In the case of an alarm, an operation signal is output from the monitoring board 24 to the brake device 8 (S5). Thereby, the first braking operation of the brake device 8 is performed (S6).
• the monitoring board 24 determines whether or not the calculated speed of the car 2 is smaller than the first transition speed pattern portion SETS1. Determined (Sl l) o
• an operation signal is output from the monitoring board 24 to the brake device 8 (S12 ) Thereby, the first braking operation of the brake device 8 is performed (S13).
• the speed of the force 2 is smaller than the first overspeed pattern portion SETS1
• whether or not the speed of the force 2 is smaller than the second overspeed pattern portion SETS2 is determined. It is determined by the monitoring board 24 (S14). When it is determined that the speed of the car 2 is equal to or higher than the second transition speed pattern portion SETS2, an operation signal is output from the monitoring board 24 to the brake control board 25 (S15). Thus, the second braking operation of the brake device 8 is performed under the control of the brake control board 25 (S16). On the other hand, when it is determined that the speed of the force 2 is smaller than the second transition speed pattern portion S ETS2, the output of the operation signal from the monitoring board 24 is stopped (S17).
• the emergency stop operation overspeed is set to a value larger than that of the first overspeed pattern 32. Therefore, even after the first braking operation of the brake device 8 is performed, when the speed of the car 2 further increases for some reason and the emergency stop operation overspeed is reached, the governor rope 19 is controlled by the governor. 16 is gripped and the emergency stop device is activated.
• the entire braking force of the brake device 8 is instantaneously applied to the drive sheave 6.
• the adjustment is performed to reduce the impact on the force 2 Therefore, the overspeed of the force 2 is low, the deceleration of the car 2 at the stage can be further reduced, and the impact on the force 2 is reduced. Can be further reduced.
• the position and speed of the force 2 are calculated based on information from the governor coder 20 that generates a signal corresponding to the rotation of the governor sheave 17.
• a lifting machine encoder that generates a signal corresponding to the rotation of the lifting machine 4 may be provided in the lifting machine 4, and the position and speed of the force 2 may be calculated based on information on the lifting machine encoder force.
• the speed of the force 2 compared with the first overspeed pattern 32 and the speed and force of the car 2 compared with the second overspeed pattern 33, such as the governor encoder 20 and the lifting machine encoder, etc. May be calculated based on information from different encoders. It is also possible to provide an acceleration sensor in the force cage 2 or use a signal of an existing scale device.
• FIG. 4 is a block diagram showing an elevator brake system according to Embodiment 2 of the present invention.
• the hoisting machine 4 is equipped with a brake device 41 for braking the rotation of the drive sheave 6.
• Brake device 41 is spaced in the direction of rotation of drive sheave 6.
• the first to fourth braking parts (plural braking parts) 42 to 45 are disposed.
• Each of the first to fourth braking portions 42 to 45 is energized by energizing a brake shoe that contacts and separates the drive sheave 6, a biasing spring that biases the brake shoe in a direction of contacting the drive sheave 6, and the energization.
• An electromagnetic magnet that separates the brake shoe from the drive sheave 6 against the urging force of the spring.
• the first to fourth braking parts 42 to 45 generate equal brake torque.
• the brake device 41 performs first to fourth braking operations (plural braking operations) different from each other by selectively operating the first to fourth braking portions 42 to 45. Yes. That is, the first braking operation is performed by operating only the first braking unit 42, and the second braking operation is performed by operating the second braking unit 43 while the first braking unit 42 is operating. The third braking operation is performed by operating the third braking unit 44 while the first and second braking units 42 and 43 are operated, and the first to third braking units 42 to 43 are operated. The fourth braking operation is performed by operating the fourth braking unit 45 while operating.
• the safety device 23 has a monitoring board 24.
• the monitoring board 24 calculates the position and speed of the force 2 based on information from the governor encoder 20, the upper reference position sensor 21, and the lower reference position sensor 22, respectively.
• the monitoring board 24 is preset with judgment reference data (judgment reference information) to be compared with the calculated position and speed of the force 2 in order to determine whether or not the overspeed of the force 2 is detected. Yes.
• the monitoring board 24 detects the overspeed of the car 2 by comparing the position and speed of the force 2 with the judgment reference data, and the first to the second speeds according to the level of the overspeed of the force 2 are detected. 4 Actuation signals are selectively output to the braking parts 42 to 45.
• the first to fourth braking units 42 to 45 are configured to operate when receiving an operation signal from the monitoring board 24. That is, in the first to fourth braking parts 42 to 45 when receiving the operation signal from the monitoring board 24, the energization to the electromagnetic magnet is stopped and the brake shoe is moved to the drive sheave 6 by the urging force of the urging spring. Come in contact.
• FIG. 5 is a graph showing the criterion data set on the monitoring board 24 of FIG.
• the judgment reference data includes a normal speed pattern 31 and first to fourth overspeed patterns 46 to 49 set higher than the normal speed pattern 31.
• Judgment standard data In the first to fourth overspeed patterns 46 to 49, the first overspeed pattern 46 is set as the highest overspeed pattern, and the second over fourth overspeed patterns 47 to 49 It is set to be a speed pattern.
• the first to fourth overspeed patterns 46 to 49 are the first to fourth constant overspeed pattern portions OSl to OS4 that are constant values in the constant speed section, and the end portion of the hoistway 1 in the shift section. 1st to 4th transition speed pattern portions SETS1 to SETS4, which continuously become smaller as approaching.
• the operation signal from the monitoring board 24 is output to the first braking unit 42 when the speed of the force 2 reaches the fourth overspeed pattern 49, and the speed of the force 2 is set to the third overspeed pattern.
• 48 is output to the second braking unit 43, and when the speed of the force 2 reaches the second overspeed pattern 47, it is output to the third braking unit 44, and the speed of the force 2 is set to the first overspeed.
• the speed pattern 46 is reached, it is output to the fourth control unit 45. That is, of the first to fourth braking units 42 to 45, the monitoring unit 24 is preset with a braking unit that outputs an operation signal according to the first to fourth overspeed patterns 46 to 49. .
• Other configurations are the same as those in the first embodiment.
• FIG. 6 is a flowchart showing the processing operation of the safety device 23 of FIG.
• information from the governor encoder 20, the upper reference position sensor 21 and the lower reference position sensor 22 is constantly transmitted to the monitoring board 24 (S21). Accordingly, the position and speed of the car 2 are calculated by the monitoring board 24 (S22). Thereafter, the monitoring board 24 determines whether or not the calculated position of the car 2 is within the constant speed section (S23).
• the monitoring board 24 determines whether the calculated speed of the cage 2 is equal to or higher than the fourth constant overspeed pattern portion OS4. Judgment is made (S24). When it is determined that the speed of the force 2 is smaller than the fourth constant overspeed pattern part OS4, the operation signal from the monitoring board 24 to the first braking part 42 is not output, and the first braking part 42 It will not be operated (S25).
• the monitoring board 24 determines whether or not the force of the force 2 is greater than or equal to the first constant overspeed pattern portion OS1 (S33). When it is determined that the speed of the force 2 is smaller than the first constant overspeed pattern part OS1, the operation signal from the monitoring board 24 to the fourth braking part 45 is not output, and the fourth braking part 45 operates. It will not be done (S34).
• the monitoring substrate 24 determines whether or not the speed of the force 2 is equal to or higher than the third transition speed pattern portion SETS3 (S39).
• the operation signal from the monitoring board 24 to the second braking part 43 is not output, and the second braking part 43 operates. (S40).
• the monitoring substrate 24 determines whether or not the speed of the force 2 is equal to or higher than the second transition speed pattern portion SETS 2 (S42).
• the operation signal from the monitoring board 24 to the third braking part 44 is not output, and the third braking part 44 operates. It is never done (S43).
• the monitoring substrate 24 determines whether or not the speed of the force 2 is equal to or higher than the first transition speed pattern portion SETS 1 (S45).
• the operation signal from the monitoring board 24 to the fourth braking part 45 is not output, and the fourth braking part 45 operates. It will not be done (S46).
• the brake device 41 has first to fourth braking portions 42 to 45 that are selectively operated when the first to fourth braking operations are performed, and is safe.
• the selected braking unit among the first to fourth braking units 42 to 45 is preliminarily set according to the first to fourth braking operations.
• the braking device 41 can perform different braking operations according to the overspeed level of the car 2. Therefore, the deceleration of the force 2 can be kept low, and the car 2 when the brake device 41 is operated Can reduce the impact.
• the brake device mounted on the lifting machine 4 can execute a plurality of different braking operations.
• the force guide 2 is gripped by gripping the force guide rail.
• the rail grip brake to hold and the rope brake to grip the main rope 7 and brake the car 2 can perform multiple braking operations!

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• Engineering & Computer Science (AREA)
• Automation & Control Theory (AREA)
• Mechanical Engineering (AREA)
• Computer Networks & Wireless Communication (AREA)
• Maintenance And Inspection Apparatuses For Elevators (AREA)

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Cited By (6)

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Citations (5)

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• 2005
  • 2005-11-21 KR KR1020087005641A patent/KR101038151B1/ko active IP Right Grant
  • 2005-11-21 CN CN200580051583XA patent/CN101263072B/zh active Active
  • 2005-11-21 JP JP2006536496A patent/JP5179756B2/ja active Active
  • 2005-11-21 EP EP05809480.6A patent/EP1953107B1/en active Active
  • 2005-11-21 WO PCT/JP2005/021362 patent/WO2007057973A1/ja active Application Filing

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