WO2018139270A1 - 車両の制御装置及び制御方法 - Google Patents
車両の制御装置及び制御方法 Download PDFInfo
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- WO2018139270A1 WO2018139270A1 PCT/JP2018/001035 JP2018001035W WO2018139270A1 WO 2018139270 A1 WO2018139270 A1 WO 2018139270A1 JP 2018001035 W JP2018001035 W JP 2018001035W WO 2018139270 A1 WO2018139270 A1 WO 2018139270A1
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- torque
- vehicle
- friction
- control method
- gradient
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- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/04—Vehicle stop
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/26—Wheel slip
-
- 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
-
- 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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
- B60W2710/182—Brake pressure, e.g. of fluid or between pad and disc
-
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18118—Hill holding
-
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18127—Regenerative braking
-
- 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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/076—Slope angle of the road
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/91—Electric vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/18008—Propelling the vehicle related to particular drive situations
- B60Y2300/18091—Preparing for stopping
-
- 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
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Definitions
- the battery 1 is a power source that supplies electric power to a motor 4 that is an electric motor.
- the battery 1 is composed of, for example, a lead battery or a lithium ion battery.
- the DC voltage value Vdc (V) is acquired from a voltage sensor (not shown) arranged on a DC power supply line connecting the battery 1 and the inverter 3.
- the DC voltage value Vdc (V) may be obtained using a power supply voltage value transmitted from a battery controller (not shown).
- the estimated friction braking amount B is obtained using the brake fluid pressure acquired from the fluid pressure sensor 14.
- the estimated value B of the friction braking amount may be a detection value of a stroke sensor (not shown) that detects the amount of depression of the brake pedal by the driver.
- the friction braking amount command value generated by the motor controller 2 or another controller may be acquired by communication or the like, and the acquired friction braking amount command value may be used as the friction braking amount estimated value B.
- the brake controller 10 increases the pressure of each oil supplied to the friction brakes 8a to 8d so that the friction torque applied to each wheel by the friction brakes 8a to 8d increases from the initial friction torque to the target stop torque.
- the motor controller 2 performs vibration suppression control processing on the motor torque command value Tm * using the motor torque command value Tm * and the motor rotation speed ⁇ m calculated in step S204.
- the motor torque command value Tm * suppresses torque transmission system vibration such as torsional vibration of the drive shaft 6 without sacrificing the response of the drive shaft torque in the electric vehicle 100. Details of the vibration suppression control process will be described later.
- the vibration damping control unit 24 performs a vibration damping control process based on the motor torque command value Tm * and the motor rotation speed ⁇ m, as described in step S206 in FIG. A configuration example of the vibration suppression control unit 24 will be described later with reference to FIG.
- the friction torque estimating unit 221 calculates a friction torque estimated value based on the friction braking amount estimated value B and the vehicle speed V.
- the friction torque estimator 221 takes into account the multiplication process for converting the torque of the motor shaft from the estimated friction braking value B, the responsiveness from the value detected by the hydraulic pressure sensor 14 to the actual braking force, and the like.
- a braking amount estimated value B is calculated.
- the control block 225 is a filter having a transfer characteristic of Hz (s), and calculates a gradient torque estimated value Td * by performing a filtering process on the output of the computing unit 224.
- the control block 2433 functions as a filter having a transfer characteristic of H (s) / Gp (s) configured by a low-pass filter having a transfer characteristic H (s) and an inverse system of the vehicle model Gp (s).
- the control block 2433 calculates F / B compensation torque by performing a filtering process on the deviation from the subtractor 2432, and outputs the F / B compensation torque to the gain compensator 2434.
- the state of the electric vehicle 100 when the electric vehicle 100 traveling on the uphill road stops is shown.
- the accelerator pedal opening AP gradually decreases, and the vehicle speed V of the electric vehicle 100 during traveling decreases as shown in FIG.
- the gradient torque estimated value Td * takes a positive value because the electric vehicle 100 is traveling on the uphill road.
- the target stop torque calculator 25 determines that the electric vehicle 100 stops. Therefore, as shown in FIG. 10E, the target stop torque calculating unit 25 sets a value larger than the gradient torque estimated value Td * as the target stop torque Ts_t based on the gradient torque estimated value Td *.
- the friction torque Tf increases to a target stop torque Ts_t that is greater than the gradient torque estimated value Td *. Thereby, electric vehicle 100 can be surely stopped regardless of the slope of the road surface. Thereafter, the friction torque Tf is kept constant, while the motor torque is gradually reduced by the brake controller 10. Thereby, the power consumption of the motor 4 can be reduced.
- the electric vehicle 100 includes a motor 4 that applies a regenerative braking force to the electric vehicle 100, and friction brakes 8a to 8d that constitute a friction braking mechanism that applies a friction braking force to the electric vehicle 100.
- the method for controlling the electric vehicle 100 includes a step S202 of calculating a target torque indicating a torque target value Tm_t of the motor 4 based on an accelerator opening AP indicating an operation amount of an accelerator pedal, And step S203 for estimating a gradient torque that cancels disturbance due to the gradient.
- the disturbance is mainly gravity that acts on the electric vehicle 100 from the outside due to the gradient of the road surface.
- the target stop torque Ts_t is set in a range in which the friction torque Tf can ensure the startability of the electric vehicle 100.
- FIG. 14 is a conceptual diagram illustrating an example of a gain table held in the second gain calculation unit 228.
- the vertical axis indicates the second gain K2
- the horizontal axis indicates the vehicle speed V.
- FIG. 18 is a flowchart showing an example of a processing procedure of stop control processing according to the fourth embodiment of the present invention.
- the stop control process of this embodiment includes a vehicle flow suppression process of step S990 in addition to the processes of steps S910 to S980 shown in FIG.
- step S994 the brake controller 10 determines whether or not the flow determination flag is “1”. If the flow determination flag is “0”, the brake controller 10 ends the vehicle flow suppression process.
- step S947 the brake controller 10 sets the flow determination flag to “0” when the shift position is not in the R range.
- the shift position is switched from the P range to the D range.
- both the vehicle speed V and the vehicle flow amount F increase toward the negative side. That is, the electric vehicle 100 moves backward due to vehicle flow. Therefore, the brake controller 10 switches the flow determination flag from “0” to “1” based on the vehicle speed V.
- the brake controller 10 performs the braking force correction process for suppressing the vehicle flow as described in FIG. I do.
- the brake controller 10 performs a step in order to avoid the occurrence of front and rear G due to the steep braking torque generated by the braking force correction process in step S998.
- the process of S998 is prohibited.
- the brake controller 10 complete finishes the process sequence of a vehicle flow suppression process.
- step S976 if the shift change is not a change from the R range to the D range in step S973, the shift change is a change from the D range to the R range as another scene where front and rear G is likely to occur. Determine whether or not. If the shift change is not switching from the D range to the R range, the brake controller 10 proceeds to the process of step S978.
- the vehicle speed V and the accelerator pedal opening AP are both 0, and as shown in FIG. 27 (e) by the stop determination process shown in FIG.
- the stop determination flag is set to “1”.
- the brake controller 10 increases the friction torque according to the vehicle flow amount F when detecting the state where the electric vehicle 100 is flowing when the electric vehicle 100 is stopped. For example, as described in FIG. 27, the brake controller 10 determines that the vehicle flow state is in the vehicle flow state when the vehicle flow amount F exceeds the threshold Th_f in a state where the stop determination flag is set to “1”. The suppression torque Tmr is increased.
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Abstract
Description
図1は、本発明の第1実施形態における制御装置を備える電動車両100の主要構成を示すブロック図である。
次に、ステップS203で行われる勾配トルク推定値Td*の導出手法について図面を参照して説明する。
Jw: 駆動輪のイナーシャ
M : 電動車両100の重量
Kd: 駆動系の捻り剛性
Kt: タイヤと路面の摩擦に関する係数
N : オーバーオールギヤ比
r : タイヤの荷重半径
ωm: モータ回転速度
Tm: モータトルク
Tw: 駆動輪のトルク
F : 電動車両100に加えられる力
V : 電動車両100の速度
ωw: 駆動輪の角速度
Tf: 摩擦制動量(モータ軸換算トルク)(≧0)
そして、図5に示した車両モデルにより、以下の運動方程式を導くことができる。
次に、図2のステップS206で制振制御部24によって行われる制振制御処理について説明する。
図13は、本発明の第2実施形態における勾配トルク演算部22の構成例を示すブロック図である。
図15は、本発明の第3実施形態における勾配トルク演算部22の構成例を示すブロック図である。
次に、電動車両100の停止状態から発進状態に遷移する際に生じる車両流動を抑制する車両流動抑制処理について説明する。
図25は、本発明の第5実施形態における車両流動抑制処理の処理手順例を示すフローチャートである。
Claims (21)
- 車両に制駆動力を与えるモータと、前記車両に摩擦制動力を与える摩擦制動機構と、を備える車両の制御方法であって、
アクセルペダルの操作量に基づいて前記モータの目標トルクを演算する目標演算ステップと、
前記車両が走行する路面の勾配による外乱を打ち消す勾配トルクを推定する勾配推定ステップと、
前記勾配トルクと前記目標トルクとに基づいて前記モータのトルク指令値を演算する指令演算ステップと、
前記トルク指令値に基づいて前記モータに生じるトルクを制御する制御ステップと、
前記車両が停止するときには、前記車両に与える制動トルクを前記勾配トルクよりも大きい値とし、当該制動トルクを前記モータのトルクから前記摩擦制動機構による摩擦トルクに切り替える停止制御ステップと、を含む車両の制御方法。 - 請求項1に記載の車両の制御方法であって、
前記停止制御ステップは、前記車両が停止するか否かを判定し、前記車両が停止すると判定したときには、前記車両の運転状態に応じて前記摩擦トルクの増加速度を制御する、
車両の制御方法。 - 請求項2に記載の車両の制御方法であって、
前記停止制御ステップは、前記車両の停止判定後の経過時間に応じて前記摩擦制動機構に供給される液体の昇圧速度を大きくする、
車両の制御方法。 - 請求項2に記載の車両の制御方法であって、
前記停止制御ステップは、前記車両の速度が低下するほど前記摩擦制動機構に供給される液体の昇圧速度を大きくする、
車両の制御方法。 - 請求項4に記載の車両の制御方法であって、
前記停止制御ステップは、前記車両が停止すると判定したときには、前記摩擦トルクが前記モータのトルクと一致するように前記液体の圧力を速やかに上昇させ、その後に前記液体の昇圧速度を徐々に大きくする、
車両の制御方法。 - 請求項1から請求項5までのいずれか1項に記載の車両の制御方法であって、
前記停止制御ステップは、
前記車両の速度に比例するパラメータが閾値よりも低下するか否かを判断し、
前記パラメータが前記閾値よりも低下した場合には、前記摩擦トルクを前記勾配トルクの絶対値よりも大きな停車トルクまで増加させる、
車両の制御方法。 - 請求項6に記載の車両の制御方法であって、
前記停車トルクは、前記摩擦制動機構に供給される液体の温度特性によりあらかじめ設定される、
車両の制御方法。 - 請求項6又は請求項7に記載の車両の制御方法であって、
前記停車トルクは、前記摩擦トルクが前記車両の発進性を確保可能な範囲に設定される、
車両の制御方法。 - 請求項1から請求項8までのいずれか1項に記載の車両の制御方法であって、
前記勾配推定ステップは、前記勾配トルクを減少補正し、前記車両が停止するときには、前記車両の速度が減少するほど、前記勾配トルクの補正量をゼロに近づける、
車両の制御方法。 - 請求項9に記載の車両の制御方法であって、
前記勾配推定ステップは、前記勾配トルクが増加するほど、前記勾配トルクを減少補正する、
車両の制御方法。 - 請求項9又は10に記載の車両の制御方法であって、
前記摩擦制動機構は、パーキングブレーキを含み、
前記勾配推定ステップは、前記パーキングブレーキにより前記車両に摩擦制動力を与える場合には、前記勾配トルクの補正を抑制する、
車両の制御方法。 - 請求項9から請求項11までのいずれか1項に記載の車両の制御方法であって、
前記勾配推定ステップは、前記車両がスリップ状態であるか否かを判断し、前記スリップ状態であると判断した場合には前記勾配トルクを制限する、
車両の制御方法。 - 請求項9から請求項12までのいずれか1項に記載の車両の制御方法であって、
前記停止制御ステップは、前記車両がスリップ状態で停止するときは、前記車両がスリップしていない状態で停止するときに比べて前記摩擦トルクを増加させる、
車両の制御方法。 - 請求項1から請求項13までのいずれか1項に記載の車両の制御方法であって、
前記停止制御ステップは、前記車両の速度が所定値まで低下した場合には、前記車両の移動量が大きくなるほど、前記摩擦トルクを増加させる、
車両の制御方法。 - 請求項14に記載の車両の制御方法であって、
前記停止制御ステップは、前記車両が停止した場合において前記車両が流動する状態を検出したときには、前記車両の流動量に応じて前記摩擦トルクを増加させる、
車両の制御方法。 - 請求項15に記載の車両の制御方法であって、
前記停止制御ステップは、前記車両のシフトレバの切替えがDレンジとRレンジとの間で行われた場合には、前記摩擦トルクの増加を抑制する、
車両の制御方法。 - 請求項15又は請求項16に記載の車両の制御方法であって、
前記停止制御ステップは、前記車両が進行方向に対して逆向きに流動する場合には、前記車両が前記進行方向に対して同一の向きに流動する場合に比べて、前記摩擦トルクの増加量又は増加速度を大きくする、
車両の制御方法。 - 請求項1から請求項17までのいずれか1項に記載の車両の制御方法であって、
前記停止制御ステップは、前記車両が停止した場合において前記車両が流動する状態を検出したときは、前記摩擦トルクを所定の値に増加させる、
車両の制御方法。 - 請求項18に記載の車両の制御方法であって、
前記停止制御ステップは、前記車両の流動量に応じて前記所定の値を増加させる、
車両の制御方法。 - 請求項18又は請求項19に記載の車両の制御方法であって、
前記停止制御ステップは、前記車両が停止した場合において前記車両のシフト位置がPレンジから他のレンジへ切り替えられたことを検出したときに、前記摩擦トルクを増加させる、
車両の制御方法。 - 車両に制駆動力を与えるモータと、
前記車両に摩擦制動力を与える摩擦制動機構と、
前記車両に作用する外乱を打ち消す勾配トルクを推定し、当該勾配トルクとアクセルペダルの操作量に基づく前記モータの目標トルクとに基づいて前記モータのトルク指令値を演算し、当該トルク指令値に基づいて前記モータを制御するコントローラと、を含み、
前記コントローラは、前記車両が停止するときには、前記車両に与える制動トルクを前記勾配トルクよりも大きな値とし、当該制動トルクを前記モータのトルクから前記摩擦制動機構による摩擦トルクに切り替える、
車両の制御装置。
Priority Applications (9)
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MX2019008716A (es) | 2019-09-09 |
CN110198874B (zh) | 2022-05-03 |
JP6870688B2 (ja) | 2021-05-12 |
CA3051603A1 (en) | 2018-08-02 |
EP3575163B1 (en) | 2020-07-29 |
BR112019015230A2 (pt) | 2020-04-14 |
US20190381895A1 (en) | 2019-12-19 |
EP3575163A4 (en) | 2020-03-04 |
EP3575163A1 (en) | 2019-12-04 |
US11021068B2 (en) | 2021-06-01 |
CA3051603C (en) | 2022-09-27 |
KR20190105232A (ko) | 2019-09-16 |
CN110198874A (zh) | 2019-09-03 |
RU2738653C1 (ru) | 2020-12-15 |
KR102241376B1 (ko) | 2021-04-19 |
JPWO2018139270A1 (ja) | 2019-12-19 |
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