WO2012157302A1 - 内燃機関の制御装置 - Google Patents
内燃機関の制御装置 Download PDFInfo
- Publication number
- WO2012157302A1 WO2012157302A1 PCT/JP2012/053477 JP2012053477W WO2012157302A1 WO 2012157302 A1 WO2012157302 A1 WO 2012157302A1 JP 2012053477 W JP2012053477 W JP 2012053477W WO 2012157302 A1 WO2012157302 A1 WO 2012157302A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- combustion engine
- internal combustion
- output
- accelerator
- accelerator opening
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/10—Interpretation of driver requests or demands
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/107—Safety-related aspects
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
- B60W2540/106—Rate of change
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
- F02D2009/0201—Arrangements; Control features; Details thereof
- F02D2009/0296—Throttle control device with stops for limiting throttle opening or closing beyond a certain position during certain periods of operation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
-
- 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
- F02D2250/26—Control of the engine output torque by applying a torque limit
Definitions
- the present invention relates to a control device for an internal combustion engine that limits the output from the internal combustion engine when an accelerator pedal and a brake pedal are depressed simultaneously.
- Patent Document 1 in which the output of the internal combustion engine is limited when the accelerator pedal and the brake pedal are depressed simultaneously, and the amount of change in the direction in which the accelerator pedal is depressed is equal to or greater than a predetermined amount, the brake pedal is A technique is disclosed in which the output restriction of the internal combustion engine is canceled even when the pedal is being stepped on.
- Patent Document 1 since the output restriction of the internal combustion engine is canceled if the amount of change in the accelerator opening is equal to or greater than a predetermined amount, the outside air temperature is low even if the accelerator pedal is not depressed and stuck.
- the brake operation signal does not return immediately even when the brake pedal is returned due to the viscosity of the brake oil (for example, the brake switch does not turn off immediately)
- the output limit of the internal combustion engine continues to be unable to accelerate There is nothing.
- the output restriction of the internal combustion engine is released, so that if the brake operation signal fails and the brake operation signal is turned on, in other words, regardless of whether the brake pedal is depressed, Even in the case of a failure that continuously outputs a signal indicating that the operation is being performed, the output restriction of the internal combustion engine is not continued and traveling is not difficult.
- Patent Document 1 even if the driver does not intend, if the amount of change in the accelerator opening is equal to or greater than a predetermined amount, the output restriction of the internal combustion engine is released, so that the accelerator pedal is on the floor. Even if the output of the internal combustion engine needs to be limited due to being caught on the mat or the like, the output restriction of the internal combustion engine will be released if the amount of change in the accelerator opening exceeds a predetermined amount due to vehicle vibration or the like There is a problem.
- the control apparatus for an internal combustion engine provides a first limited accelerator opening degree in which the throttle valve opening is set to be smaller than full open when the brake pedal operation is detected in addition to the accelerator pedal operation by the accelerator pedal.
- the accelerator is opened in the direction in which the accelerator pedal is depressed.
- the throttle valve opening is set to a value larger than the first limited accelerator opening and smaller than the fully open instead of the first limited accelerator opening.
- the output of the internal combustion engine is limited to be equal to or less than the output calculated using the second limited accelerator opening.
- FIG. 1 is an explanatory view schematically showing a system configuration of a port injection type internal combustion engine 1 to which the present invention is applied.
- the combustion chamber 2 of the internal combustion engine 1 is defined by a cylinder head 3, a cylinder block 4 and a fixie 5.
- a spark plug 6 is disposed at the center top of the combustion chamber 2.
- the cylinder head 3 is formed with an intake port 8 connected to the combustion chamber 2 via an intake valve 7 and an exhaust port 10 connected to the combustion chamber 2 via an exhaust valve 9.
- An intake passage 11 connected to the intake port 8 has an air cleaner 12, an air flow meter 13 for detecting the amount of intake air, and an electronic control type whose opening degree is controlled via a actuator 14 by a control signal from a control unit 30 described later.
- a throttle valve 15 and an intake collector 16 are provided.
- An exhaust passage 17 connected to the exhaust port 10 is provided with a catalytic converter 18 for exhaust purification.
- 1 is a fuel injection valve for injecting fuel into the intake port 8.
- the internal combustion engine 1 includes a throttle sensor 21 that detects the opening of the throttle valve 15 (throttle opening), a crank angle sensor 22 that detects the crank angle, and an accelerator opening sensor that detects the amount of depression of the accelerator pedal 23 by the driver. 24.
- Various sensors such as a brake switch 26 for detecting whether or not the brake pedal 25 is depressed by the driver are provided. The brake switch 26 is turned on when the brake pedal 25 is depressed, and is turned off when the brake pedal 25 is not depressed.
- the detection signals of these various sensors are input to the control unit 30. Further, the fuel injection amount, injection timing, ignition timing, and the like of the internal combustion engine 1 are controlled by the control unit 30.
- the control unit 30 performs control so that the output from the internal combustion engine 1 is limited in order to ensure the safety of the driver when the accelerator pedal 23 and the brake pedal 25 are depressed simultaneously.
- the first limit accelerator opening that is a preset accelerator operation amount limit value is opened.
- the output from the internal combustion engine 1 is limited so as to be equal to or lower than the output of the internal combustion engine 1 based on the degree.
- the first limited accelerator opening is an opening that is set so that the throttle valve opening is less than fully open and is substantially fully closed or close to fully closed, and the vehicle can be safely stopped. It is.
- the amount of change per unit time of the accelerator opening is larger than a predetermined value in a direction in which the accelerator pedal 23 is depressed.
- the output of the internal combustion engine 1 based on the second limited accelerator opening that is a preset accelerator operation amount limit value that is larger than the first limited accelerator opening instead of the first limited accelerator opening.
- the restriction on the output from the internal combustion engine 1 is relaxed so as to be as follows.
- the second limited accelerator opening is an opening that is smaller than the throttle valve fully open and larger than the first limited accelerator opening. If the brake pedal 25 is depressed firmly, the brake braking force is output from the internal combustion engine 1 (vehicle). The opening is set to exceed the driving force).
- FIG. 2 is a block diagram showing the flow of control when the output from the internal combustion engine 1 is limited. This control flow is performed in the control unit 30.
- the accelerator operation amount limit value calculation unit in S1 calculates the accelerator operation amount limit value based on the detected value of the accelerator opening sensor 24 and the signal from the brake switch 26.
- the accelerator operation amount limit value calculation unit always calculates the accelerator operation amount limit value during the operation of the internal combustion engine 1, and when the accelerator pedal 23 and the brake pedal 25 are stepped on simultaneously, the throttle valve opening is substantially reduced.
- a first limited accelerator opening that is fully closed or nearly fully closed is calculated as an accelerator operation amount limit value.
- the first A second limited accelerator opening that is larger than the limited accelerator opening is calculated as an accelerator operation amount limit value.
- the third limited accelerator opening that is the accelerator opening corresponding to the throttle valve fully open is calculated as the accelerator operation amount limit value.
- the accelerator operation amount limit value calculated in S1 is compared with the detected value of the accelerator opening sensor 24, and the smaller value is output.
- the output of the internal combustion engine 1 is controlled to be an output based on the value output in S2.
- the output of the internal combustion engine 1 is controlled to be a value based on the detected value of the accelerator opening sensor 24 when the detected value of the accelerator opening sensor 24 is equal to or less than the accelerator operation amount limit value.
- the detection value of the sensor 24 is larger than the accelerator operation amount limit value, the value is controlled based on the accelerator operation amount limit value.
- the third limited accelerator opening is set as the accelerator operation amount limit value, the detected value of the accelerator opening sensor 24 is substantially output from S2, and the output limit of the internal combustion engine 1 is released. It will be in the state.
- FIG. 3 is a flowchart showing the flow of control when the output from the internal combustion engine 1 is limited. This process is performed in the control unit 30.
- the output from the internal combustion engine 1 is limited so as to be equal to or lower than the output of the internal combustion engine 1 based on the first limited accelerator opening.
- the output from the internal combustion engine 1 is limited so as to be equal to or lower than the output of the internal combustion engine 1 based on the second limited accelerator opening.
- FIG. 4 is a timing chart showing an example of changes in various parameters in a state where the output from the internal combustion engine 1 is limited.
- the accelerator operation amount limit value In a state where the accelerator operation amount limit value is set to the first limit accelerator opening, the change amount per unit time of the accelerator opening becomes larger than a predetermined value set in advance, and the accelerator pedal change flag is changed from 0 to 1. Is switched to (timing at time t2), the accelerator operation amount limit value is switched from the first limit accelerator opening to the second limit accelerator opening, and the output limit of the internal combustion engine 1 is relaxed.
- the accelerator operation amount limit value is switched from the second limit accelerator opening to the third limit accelerator opening, and the internal combustion engine 1
- the output restriction of is released.
- the accelerator pedal change flag is set until the brake switch signal is turned off (the output of the internal combustion engine 1). Until the restriction is released), the state of “1” is continued, and when the brake switch signal is turned off, the state is switched to “0”.
- the accelerator operation amount limit value is switched stepwise at the timings of times t1, t2, and t3, but can be set so as to be switched with a predetermined inclination at the time of switching transition.
- the accelerator pedal 23 is returned in a state where the accelerator operation amount limit value is set to the second limit accelerator opening, the accelerator operation amount limit value is changed from the second limit accelerator opening to the first limit accelerator opening. You can switch at any time.
- the driver does not intend in a state where the output of the internal combustion engine 1 is limited to be equal to or less than the output calculated using the first limited accelerator opening. Even when the accelerator opening changes, the output limit of the internal combustion engine 1 is completely released because the accelerator operation amount limit value is merely switched from the first limited accelerator opening to the second limited accelerator opening. Can be prevented.
- the break pedal is returned.
- the brake switch is turned on
- the amount of change per unit time in the accelerator opening is reduced by depressing the accelerator pedal 23. Since the output of the internal combustion engine 1 is limited by the second limited accelerator opening that is larger than the first limited accelerator opening if it becomes larger than a predetermined value set in advance, the necessary acceleration performance is ensured. Can do.
- the output limitation of the internal combustion engine 1 by the first and second limited accelerator opening is released when the brake switch signal is turned off (when the brake operation is no longer detected). It is possible to continue the output limitation of the internal combustion engine 1 by the first and second limited accelerator opening degrees until the person does not intend to decelerate.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Transportation (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Electric Motors In General (AREA)
Abstract
Description
Claims (3)
- アクセルペダルの操作量を検知するアクセル開度検知手段と、ブレーキペダルの踏み込みによるブレーキ操作を検知するブレーキ操作検知手段と、吸気通路に設けたスロットル弁と、を有し、前記アクセルペダルによるアクセルペダル操作に加え、前記ブレーキペダルによるブレーキ操作が検知された場合に、内燃機関からの出力に制限を加える制御装置において、
前記アクセルペダルによるアクセルペダル操作に加え、前記ブレーキペダルによるブレーキ操作が検知された場合には、スロットル弁開度が全開よりも小さく設定された第1制限アクセル開度を用いて算出される出力以下となるよう内燃機関の出力を制限し、
第1制限アクセル開度を用いて内燃機関の出力を制限している状態で、前記アクセルペダルが踏み込まれる方向に、アクセル開度の単位時間当たりの変化量が予め設定された所定値よりも大きくなると、第1制限アクセル開度に替えて、第1制限アクセル開度よりも大きい値であってスロットル弁開度が全開よりも小さく設定された第2制限アクセル開度を用いて算出される出力以下となるよう内燃機関の出力を制限する内燃機関の制御装置。 - 前記第1制限アクセル開度及び前記第2制限アクセル開度による内燃機関の出力制限は、ブレーキ操作が検知されなくなった時点で解除される請求項1に記載の内燃機関の制御装置。
- 前記第1制限アクセル開度は、スロットル弁開度が略全閉に近いアクセル開度に設定されている請求項1または2に記載の内燃機関の制御装置。
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201280023588.1A CN103562527B (zh) | 2011-05-16 | 2012-02-15 | 内燃机的控制装置 |
MX2013009854A MX2013009854A (es) | 2011-05-16 | 2012-02-15 | Dispositivo de control para motor de combustion interna. |
JP2013515016A JP5556960B2 (ja) | 2011-05-16 | 2012-02-15 | 内燃機関の制御装置 |
RU2013155600/06A RU2553592C1 (ru) | 2011-05-16 | 2012-02-15 | Устройство управления для двигателя внутреннего сгорания |
MYPI2013003971A MY181809A (en) | 2011-05-16 | 2012-02-15 | Control device for internal combustion engine |
US14/117,234 US9051883B2 (en) | 2011-05-16 | 2012-02-15 | Control device for internal combustion engine |
EP12785075.8A EP2711526B1 (en) | 2011-05-16 | 2012-02-15 | Control device for internal combustion engine |
BR112013023284-6A BR112013023284B1 (pt) | 2011-05-16 | 2012-02-15 | sistema de controle para um motor de combustão interna |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2011109145 | 2011-05-16 | ||
JP2011-109145 | 2011-05-16 |
Publications (1)
Publication Number | Publication Date |
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WO2012157302A1 true WO2012157302A1 (ja) | 2012-11-22 |
Family
ID=47176644
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/JP2012/053477 WO2012157302A1 (ja) | 2011-05-16 | 2012-02-15 | 内燃機関の制御装置 |
Country Status (9)
Country | Link |
---|---|
US (1) | US9051883B2 (ja) |
EP (1) | EP2711526B1 (ja) |
JP (1) | JP5556960B2 (ja) |
CN (1) | CN103562527B (ja) |
BR (1) | BR112013023284B1 (ja) |
MX (1) | MX2013009854A (ja) |
MY (1) | MY181809A (ja) |
RU (1) | RU2553592C1 (ja) |
WO (1) | WO2012157302A1 (ja) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
MX361856B (es) * | 2015-01-26 | 2018-12-18 | Nissan Motor | Dispositivo de control de vehículo y método de control de vehículo. |
US10100751B2 (en) * | 2016-08-17 | 2018-10-16 | Ford Global Technologies, Llc | Methods and systems for clearing throttle obstruction |
FR3086246B1 (fr) * | 2018-09-25 | 2020-09-11 | Psa Automobiles Sa | Procede de gestion du groupe moto-propulseur d’un vehicule automobile |
Citations (4)
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JP2695219B2 (ja) | 1987-12-21 | 1997-12-24 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | 駆動機関目標値発生器の監視方法および装置 |
JP2005207260A (ja) * | 2004-01-21 | 2005-08-04 | Nissan Motor Co Ltd | スロットル制御装置 |
JP2005291030A (ja) * | 2004-03-31 | 2005-10-20 | Isuzu Motors Ltd | 車両安全装置 |
JP2006233870A (ja) * | 2005-02-25 | 2006-09-07 | Honda Motor Co Ltd | エンジン出力制御装置、エンジン出力制御方法およびエンジン出力制御プログラム |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
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JPH08119005A (ja) * | 1994-10-27 | 1996-05-14 | Nippondenso Co Ltd | 車両制御装置 |
JP2005178628A (ja) * | 2003-12-19 | 2005-07-07 | Toyota Motor Corp | 車両の統合制御システム |
US7894968B2 (en) * | 2007-03-13 | 2011-02-22 | Gm Global Technology Operations, Inc. | Accelerator/brake pedal management for torque-based engine control |
US8448731B2 (en) * | 2007-11-05 | 2013-05-28 | GM Global Technology Operations LLC | Method and apparatus for determination of fast actuating engine torque for a hybrid powertrain system |
-
2012
- 2012-02-15 RU RU2013155600/06A patent/RU2553592C1/ru active
- 2012-02-15 WO PCT/JP2012/053477 patent/WO2012157302A1/ja active Application Filing
- 2012-02-15 MX MX2013009854A patent/MX2013009854A/es active IP Right Grant
- 2012-02-15 EP EP12785075.8A patent/EP2711526B1/en active Active
- 2012-02-15 BR BR112013023284-6A patent/BR112013023284B1/pt active IP Right Grant
- 2012-02-15 JP JP2013515016A patent/JP5556960B2/ja active Active
- 2012-02-15 CN CN201280023588.1A patent/CN103562527B/zh active Active
- 2012-02-15 US US14/117,234 patent/US9051883B2/en active Active
- 2012-02-15 MY MYPI2013003971A patent/MY181809A/en unknown
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2695219B2 (ja) | 1987-12-21 | 1997-12-24 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | 駆動機関目標値発生器の監視方法および装置 |
JP2005207260A (ja) * | 2004-01-21 | 2005-08-04 | Nissan Motor Co Ltd | スロットル制御装置 |
JP2005291030A (ja) * | 2004-03-31 | 2005-10-20 | Isuzu Motors Ltd | 車両安全装置 |
JP2006233870A (ja) * | 2005-02-25 | 2006-09-07 | Honda Motor Co Ltd | エンジン出力制御装置、エンジン出力制御方法およびエンジン出力制御プログラム |
Non-Patent Citations (1)
Title |
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See also references of EP2711526A4 |
Also Published As
Publication number | Publication date |
---|---|
MX2013009854A (es) | 2013-10-25 |
JPWO2012157302A1 (ja) | 2014-07-31 |
MY181809A (en) | 2021-01-07 |
BR112013023284B1 (pt) | 2020-12-29 |
CN103562527A (zh) | 2014-02-05 |
US9051883B2 (en) | 2015-06-09 |
CN103562527B (zh) | 2016-04-20 |
EP2711526A4 (en) | 2015-12-23 |
EP2711526A1 (en) | 2014-03-26 |
BR112013023284A2 (pt) | 2016-12-20 |
RU2553592C1 (ru) | 2015-06-20 |
US20140324319A1 (en) | 2014-10-30 |
EP2711526B1 (en) | 2019-06-12 |
JP5556960B2 (ja) | 2014-07-23 |
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