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EP3638611B1 - Frein pour un système d'ascenseur - Google Patents

Frein pour un système d'ascenseur Download PDF

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Publication number
EP3638611B1
EP3638611B1 EP18732001.5A EP18732001A EP3638611B1 EP 3638611 B1 EP3638611 B1 EP 3638611B1 EP 18732001 A EP18732001 A EP 18732001A EP 3638611 B1 EP3638611 B1 EP 3638611B1
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EP
European Patent Office
Prior art keywords
brake
spring
guide
brake lever
angular positioning
Prior art date
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Active
Application number
EP18732001.5A
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German (de)
English (en)
Other versions
EP3638611A1 (fr
Inventor
Christian Schulz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TK Elevator Innovation and Operations GmbH
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TK Elevator Innovation and Operations GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by TK Elevator Innovation and Operations GmbH filed Critical TK Elevator Innovation and Operations GmbH
Publication of EP3638611A1 publication Critical patent/EP3638611A1/fr
Application granted granted Critical
Publication of EP3638611B1 publication Critical patent/EP3638611B1/fr
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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
    • 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
    • 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
    • B66B1/36—Means for stopping the cars, cages, or skips at predetermined levels
    • B66B1/365—Means for stopping the cars, cages, or skips at predetermined levels mechanical

Definitions

  • the invention relates to a brake for an elevator installation, in particular a safety brake.
  • a safety brake is used to slow the car of an elevator system in an emergency, for example, if excessive speed is detected or, in extreme cases, if the suspension elements break. In modern elevators with multiple cars in a shaft, the safety brake is also used to quickly slow down if two cars are not separated by a sufficient safety distance.
  • the safety brake typically provides maximum braking force; braking force is not typically metered with safety brakes.
  • Safety brakes usually consist of wedges or eccentrics mechanically applied to the rail, which automatically retract as the car travels to a defined end point. This causes an elastic element, such as a disc spring assembly or the housing itself, to expand to the extent that the desired normal force is created to generate the necessary braking force between the friction linings and the rail.
  • the spring characteristic curve can be very rigid, as only manufacturing tolerances and wear on the brake linings need to be compensated for. This allows the spring elements to be made relatively small and cost-effective, and the travel distances are very short.
  • these safety brakes have the disadvantage that the retraction distance of the wedges or eccentrics must always be covered from the time the brake is activated until it is fully effective. The car may accelerate further during the retraction process. Both of these effects can lead to the car coming to a standstill later. Once the brake has been applied, it can only be deactivated by moving the car in the opposite direction, which makes any emergency rescue more difficult.
  • brakes without wedges or eccentrics are known.
  • the spring elements are also usually small and inexpensive, and the brake pads are held open by a linear movement.
  • This design typically allows only small air gaps when the brake is open.
  • the relative movements between the car and the guide rail are significantly larger.
  • the brake would therefore have to be floating and the constant grinding of the Brake pads are acceptable.
  • noise, abrasion, and wear are to be expected.
  • the EP 2 338 821 A1 discloses a safety brake with a caliper design. This comprises two brake levers that can be rotated relative to one another. At a first end of the brake levers, brake pads are provided, between which the guide rail is arranged. At a second end of the brake levers, springs and/or actuators are provided, which selectively urge the brake levers apart or towards one another. In the latter case, the brake is activated.
  • This type of safety brake has design-related advantages, in particular, no components are used that are displaced perpendicular to the braking force during actuation. Instead, the brake shoes are rotated about an axis of rotation that runs parallel to the direction of the braking force, which enables good absorption of the braking forces.
  • a disadvantage is the tendency of the coil spring to buckle, which is increased by the relative rotation of the brake levers. Complex measures to reduce this include either lateral guidance of the coil spring or an articulated connection of the coil spring to the brake levers.
  • a force storage element comprises a plurality of disc springs arranged one behind the other.
  • the object of the present invention is to provide an improved safety brake with a pincer design.
  • the object underlying the invention is achieved by a brake and a method according to the independent claims; preferred embodiments emerge from the subclaims and the description.
  • the brake according to the invention is in particular a safety brake and is suitable for an elevator system with a guide rail.
  • the brake is designed as a pliers type.
  • the brake comprises: two brake shoes, a first brake lever and a second brake lever, which are rotatably connected to one another via a pivot joint, a spring arrangement which is designed to act on the first brake lever relative to the second brake lever in a first direction, an actuator arrangement which is selectively
  • the first brake lever is configured to act in a second direction relative to the second brake lever.
  • the brake levers are configured to transfer the brake shoes between a first released operating state and a second active operating state depending on the action by the spring arrangement and the actuator arrangement.
  • the spring arrangement comprises at least one disc spring assembly, each with one or more disc springs.
  • disc springs are more robust than coil springs when it comes to lateral buckling. Due to their design, disc springs have a harder spring characteristic curve for comparable spring forces. Consequently, shorter travel distances are required to provide the forces. This has the advantage that pivoting the brake lever at a smaller angle is sufficient. Complex measures to reduce the tendency to buckling are therefore unnecessary.
  • Disc springs are understood to be springs according to the DIN 2093 standard.
  • a disc spring has a length, viewed in the direction of action of the disc spring, which is less than the diameter of the disc spring.
  • the first brake lever has a first spring contact surface
  • the second brake lever has a second spring contact surface, which serves to engage one of the at least one disc spring assemblies.
  • the spring contact surface can be formed by a separate element; thus, it does not have to be formed integrally with the other areas of the brake lever. However, a rigid connection to the brake lever is preferred.
  • the brake is designed such that in a first operating state, the two spring contact surfaces exhibit a first pivoting relative to one another and in a second operating state, a second pivoting relative to one another, wherein the first pivoting and the second pivoting have different signs.
  • the pivoting refers to the direction of view parallel to the axis of rotation of the two brake levers; the For example, the first swivel has a positive value, the second swivel has a negative value.
  • the deflection is therefore understood as the angle that the two planes of the spring contact surfaces form with respect to each other.
  • the deflection is defined as the intersection angle of two straight lines, each of which is perpendicular to a spring contact surface. If the two spring contact surfaces are aligned parallel to each other, the deflection is 0°. The smaller value is used, e.g., -5° instead of -175°.
  • the greater of the two pivots represents the maximum pivot, and the difference between the two pivots represents the pivot range, with the ratio of the pivot range to the maximum pivot being greater than 1.5.
  • the spring contact surfaces are therefore pivoted by a pivot range that is greater than the maximum pivot. Accordingly, it is advantageous if the pivoting outward movement is as small as possible while the pivot range is as large as possible.
  • the ratio of the pivot range to the maximum pivot is advantageously 2, which is the optimal value. With a value of 2, half of the full pivot range lies on one side and the other side of the parallel position.
  • the amount of the first pivoting is a maximum of 6° and/or the amount of the second pivoting is a maximum of 6°.
  • the spring arrangement preferably comprises a guide element with a cylindrical guide section, wherein the guide section is received in a central opening of the disc spring assembly.
  • the guide element holds the disc spring assembly with several disc springs radially together.
  • a precisely cylindrical guide surface is not required; rather, interrupted guide surfaces, which, however, have an overall cylindrical envelope, are also sufficient.
  • the guide element comprises a stop section, wherein the disc spring assembly is clamped between the stop section and the associated brake lever.
  • the spring arrangement comprises two disc spring assemblies, wherein Each disc spring assembly comprises a guide element with a stop section, the two guide elements being firmly connected to one another.
  • the distance between the stop sections of the two guide elements is adjustable, in particular by means of a separate spacer element arranged between the two guide elements or by means of a threaded element.
  • a separate spacer element can be arranged between the two guide elements. This allows for simple assembly.
  • the two guide elements are preferably firmly connected to one another at their stop sections. The preload of the spring arrangement can be adjusted by carefully selecting the spacer element.
  • the disclosure further relates to a brake arrangement having an aforementioned brake and a guide rail which interacts with the brake.
  • the disclosure further relates to an elevator system with a car that can be moved within a shaft in one direction of travel.
  • the car is guided by at least one guide rail.
  • the elevator system comprises at least one brake of the aforementioned type.
  • the two guide elements are each fastened to each other at their stop section.
  • FIG. 7 shows an elevator system 1 according to the invention.
  • the elevator system 1 comprises a shaft 5 in which a car 2 is movably accommodated.
  • the car 2 is guided by guide rails, whereby in principle one guide rail 4 can be sufficient.
  • the car is driven via a cable drive with a cable 3 and a drive motor (not shown).
  • the drive can also be implemented in another way, for example using a linear drive.
  • Two brakes 10 according to the invention are arranged on the car 2, which brakes can be activated in particular when the car 2 has to be braked unexpectedly and quickly, for example in the event of a suspension element break.
  • the brake is in particular a safety brake. The braking force of such safety brakes cannot be metered during operation.
  • the brake 10 is controlled by the Figures 1 to 6 described in more detail.
  • the brake 10 is designed as a caliper.
  • the brake 10 has a first brake lever 12A and a second brake lever 12B.
  • the two brake levers 12 are designed exactly identically in this case, but they do not have to be designed exactly identically.
  • only one brake lever 12 is described as representative of both brake levers 12A, 12B; the structure of the brake lever 12 can be seen in Figure 3 best recognize.
  • the brake lever 12 has an active section 21, a joint section 22 and an actuating section 23.
  • On the active section 21 there is a possibility for fastening a brake shoe 14 (see Figures 1 and 2 ) is provided.
  • the possibility for fastening a brake shoe 12 is a brake shoe bore 31, to which the brake shoe 14 is pivotally mounted by means of a bolt.
  • the axis Y of the brake shoe bore 31, which consequently represents the axis of rotation of the brake shoes 14, is aligned parallel to the direction of travel F (see Figure 2 ).
  • the brake lever 12 has a joint bore 32, whereby the two brake levers 12 are connected to each other by means of a bolt and thus a pivot joint 13 (see Figure 2 ).
  • the rotation axis X of the swivel joint is aligned parallel to the direction of travel F (see Figure 2 ).
  • the brake lever 12 has a spring plate 24 with a spring contact surface 25, on which a spring arrangement 15 (see Figures 1 and 2 ) is applied.
  • spring arrangement 15 has two disc spring assemblies 51A, 51B.
  • a circumferential guide edge 26 of the spring plate 24 delimits the spring contact surface 25.
  • the guide edge 26 prevents springs of the adjacent spring arrangement 15 from breaking out laterally.
  • the brake lever 12 comprises an actuator opening 28 on the actuating section 23, through which the actuating rod 62, defined further below, is passed.
  • the joint section 22 is arranged between the actuating section 23 and the active section 21.
  • the brake levers 12A, 12B are connected to two mounting plates 11 via the pivot joint 13.
  • the brake 10 is fastened to the car 2 on the mounting plates 11.
  • the brake levers 12 are configured such that the active sections 21 move towards one another when the actuating sections 23 move away from one another.
  • the kinematics of the present brake 10 differs from the kinematics of conventional pliers, e.g. a pipe wrench.
  • the guide rail 4 is arranged between the brake shoes 14, each of which is attached to one of the brake levers 12A, 12B (only in Figure 2 marked).
  • the Figure 2 shows the brake 1 in a first, released operating state. In this first operating state, the brake levers 12 keep the brake shoes 14 at a distance from the guide rail 4.
  • the brake has an actuator arrangement 16 with an actuator 61 and an actuating rod 62.
  • the actuator arrangement 16 is designed to actuate the two actuating sections 23 in the second direction R2, so that the respective effective sections 21 of the two brake levers 12A, 12B are actuated away from each other.
  • the actuator 61 is designed as a hydraulic pull actuator, although other actuators are also possible.
  • the tensile force of the actuator is counteracted by a spring force of the disc spring assemblies 51A, 51B.
  • the disc spring assemblies 51A, 51B act on the spring contact surface 25 and thus the actuating sections 23 in a first direction R1, moving them away from each other.
  • the effect (here the leverage effect) of the actuator arrangement 16 in the second direction R2 is stronger than the effect of the spring arrangement 15 in the first direction R1.
  • the force of the actuator 61 is eliminated; the actuator arrangement 16 can no longer sufficiently urge the two actuating sections 23 towards each other in the first direction R1. Due to the spring force of the disc spring assemblies 51, the brake shoes 14 are urged towards each other at the actuating sections 21 and clamp the guide rail 4 between them.
  • the first direction R1 is generally understood to mean that the spring contact surfaces 25 of the two brake levers 12A, 12B move away from each other.
  • the second direction R2 is generally understood to mean that the spring contact surfaces 25 of the two brake levers 12A, 12B move toward each other.
  • FIG. 4 shows the brake levers 12A, 12B in the first released operating state I
  • Figure 4c shows the brake levers 12A, 12B in the second active operating state II
  • the brake levers are shown in an intermediate position, which the brake levers 12A, 12B briefly assume during the transition from the first operating state to the second operating state.
  • a swivel in the first operating state could be +2°
  • a swivel in the second operating state could be +12°.
  • the maximum swivel is 12°.
  • the above-mentioned ratio of swivel range to maximum swivel is therefore 10/12, or approximately 0.83, and is therefore significantly more disadvantageous. The risk of buckling is greater, even when using comparable springs.
  • a ratio of 1.0 occurs when the first or second pivoting is 0°. If the parallel position is only achieved during the transition between the two operating states, the ratio is greater than 1.
  • a ratio value of 2 represents the maximum and thus the optimal value.
  • the assembly of the brake 10 is carried out using the Figures 5 and 6 described.
  • the first disc spring assembly 51A is assembled.
  • a first guide element 52A with an outer cylindrical guide section 53 is inserted into a central opening 58 of the disc springs 59 until an axial stop section 54 of the guide element 52A is in contact with the disc springs 59 on a first side.
  • the axial stop 54 has a larger diameter than the opening 58 of the disc springs 59.
  • the disc springs 59 are placed against the spring contact surface 25A of the first brake lever 12A.
  • the same steps are carried out for the second disc spring assembly 51B with the second brake lever 12B and a second outer cylindrical guide element 52B.
  • the axial stop sections 54 of the two guide elements 52 are directed towards one another.
  • the two guide elements 52A, 52B are then fastened to one another. This can be achieved by screwing together the mutually facing stops 54 (nut 57, screw 56).
  • the screw 56 is passed through an opening 63 in the guide element. This creates a superior guide element from the two individual guide elements 52A, 52B.
  • a spacer washer can be individually inserted between the two guide elements 52A, 52B as a spacing element, thereby adjusting the preload of the spring arrangement.
  • the opening 63 in the guide element can be designed as a threaded hole with an internal thread complementary to the screw 56.
  • the preload of the spring arrangement varies depending on the rotational position of the guide element 53 relative to the screw. The rotational position can be fixed using a lock nut.
  • the two brake levers 12A, 12B are screwed to the mounting plates 11, whereby the term "plate” is to be understood broadly and does not imply a flat shape.
  • a central sleeve opening 27 on the spring plate 25 allows a largely unobstructed movement of the guide element 52 relative to the brake lever 12 axially (parallel to the first or second direction R1, R2). However, the central sleeve opening 27 can provide radial guidance (transverse to the first or second direction R1, R2). Radial and axial refer here to the approximate axis of the disc springs.
  • the rotational axis X between the brake levers 12 is aligned parallel to the direction of travel F, in which the braking force also acts. Therefore, the braking force has no effect on the relative rotational position of the brake levers.
  • the rotational axis Y between a brake shoe 14 and the associated brake lever 12 is aligned parallel to the direction of travel F, in which the braking force also acts. Therefore, the braking force has no effect on the rotational position of the brake shoes relative to the respective brake lever.
  • a disc spring has a length L, viewed in the direction of action of the disc spring, which is less than a diameter D of the disc spring.

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

Claims (11)

  1. Frein (10), notamment frein parachute, approprié pour un système d'ascenseur (1) avec au moins un rail de guidage (4),
    le frein (10) est conçu dans une construction à pince,
    le frein (10) comprend :
    - deux mâchoires de freinage (14),
    - un premier levier de freinage (12A) et un deuxième levier de freinage (12B), lesquels sont reliés entre eux, rotatifs, par le biais d'une articulation tournante (13),
    - un ensemble de ressorts (15), lequel est conçu pour solliciter le premier levier de freinage (12A) par rapport au deuxième levier de freinage (12B) dans une première direction (R1),
    - un ensemble actionneur (16), lequel est conçu pour solliciter sélectivement le premier levier de freinage (12A) par rapport au deuxième levier de freinage (12B) dans une deuxième direction (R2),
    dans lequel les leviers de freinage (12A, 12B) sont conçus pour transférer les mâchoires de freinage (14) entre un premier état de fonctionnement (I) desserré et un deuxième état de fonctionnement (II) actif en fonction de la sollicitation par l'ensemble de ressorts (15) et l'ensemble actionneur (16),
    dans lequel l'ensemble de ressorts (15) comprend au moins un pack de rondelles ressorts (51) avec respectivement une ou plusieurs rondelles ressorts (59),
    dans lequel le premier levier de freinage (12A) présente une première surface de contact de ressort (25A) et le deuxième levier de freinage (12B) présente une deuxième surface de contact de ressort (25B), lesquelles servent pour le contact d'un pack parmi les au moins un pack de rondelles ressorts (51A, 51B),
    le frein (10) étant conçu de telle manière que, dans le premier état de fonctionnement (I), les deux surfaces de contact de ressort (25A, 25B) présentent, l'une par rapport à l'autre, un premier pivotement (αI), et un deuxième pivotement (αII) dans le deuxième état de fonctionnement (II),
    dans lequel le premier pivotement (αI) et le deuxième pivotement (αII) présentent des signes différents,
    caractérisé en ce
    que la valeur la plus grande des deux pivotements (αI, αII) représente un pivotement maximal (αmax) et que la valeur de la différence (Δα) des deux pivotements (αI, αII) représente un domaine de pivotement (Δα), où le rapport du domaine de pivotement sur le pivotement maximal (Δα/αmax) est supérieur à 1,5, est notamment égal à 2.
  2. Frein (10) selon la revendication 1,
    caractérisé en ce
    que la valeur du premier pivotement (αI) est égale au maximum à 6 ° et/ou que la valeur du deuxième pivotement (αII) est égale au maximum à 6 °.
  3. Frein (10) selon l'une des revendications précédentes,
    caractérisé en ce
    que l'ensemble de ressorts (15) comprend un élément de guidage (52) avec un segment de guidage (53) cylindrique, où le segment de guidage (53) est logé dans un orifice central (58) du pack de rondelles ressorts (51).
  4. Frein (10) selon l'une des revendications précédentes,
    caractérisé en ce
    que l'élément de guidage (52) comprend un segment de contact (54), où le pack de rondelles ressorts (51) est fixé entre le segment de contact (54) et le levier de freinage (12) associé.
  5. Frein (10) selon la revendication précédente,
    caractérisé en ce
    que l'ensemble de ressorts (15) comprend deux packs de rondelles ressorts (51A, 51B),
    dans lequel chaque pack de rondelles ressorts (51A, 51B) comprend un élément de guidage (52A, 52B) avec un segment de contact (54),
    dans lequel les deux éléments de guidage (52A, 52B) sont reliés l'un à l'autre, en particulier solidement.
  6. Frein (10) selon la revendication précédente,
    caractérisé en ce
    qu'une distance entre les segments de contact (54) des deux éléments de guidage est réglable, notamment à l'aide d'un élément d'espacement ((55) séparé disposé entre les deux éléments de guidage (52A, 52B) ou au moyen d'un élément fileté (56).
  7. Frein (10) selon la revendication 5 ou la revendication 6,
    caractérisé en ce
    que les deux éléments de guidage (52A, 52B) sont reliés solidement l'un à l'autre respectivement au niveau de leurs segments de contact (54).
  8. Ensemble de freinage comprenant un frein (10) selon l'une des revendications précédentes et un rail de guidage (4).
  9. Système d'ascenseur (1) comprenant
    - une cabine (2) qui peut se déplacer à l'intérieur d'une cage (5) dans une direction de déplacement (F), dans lequel la cabine (2) est guidée par au moins un rail de guidage (4),
    - un frein (10) selon l'une des revendications 1 à 7.
  10. Procédé de montage d'un frein (10) selon l'une des revendications 5 à 7, comprenant les étapes de procédé suivantes :
    - introduction d'un premier élément de guidage (52A) dans un orifice central (58) du premier pack de rondelles ressorts (51A) et mise en place du premier pack de rondelles ressorts (51A) sur le premier levier de freinage (12A) ;
    - introduction d'un deuxième élément de guidage (52B) dans un orifice central (58) du deuxième pack de rondelles ressorts (51B) et mise en place du deuxième pack de rondelles ressorts (51B) sur le deuxième levier de freinage (12B) ;
    fixation des deux éléments de guidage (52A, 52B) l'un à l'autre.
  11. Procédé selon la revendication précédente, dans lequel les deux éléments de guidage (52A, 52B) sont fixés l'un à l'autre respectivement au niveau de leur segment de contact.
EP18732001.5A 2017-06-12 2018-06-11 Frein pour un système d'ascenseur Active EP3638611B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017209888.0A DE102017209888A1 (de) 2017-06-12 2017-06-12 Bremse für eine Aufzugsanlage
PCT/EP2018/065330 WO2018228983A1 (fr) 2017-06-12 2018-06-11 Frein pour un système d'ascenseur

Publications (2)

Publication Number Publication Date
EP3638611A1 EP3638611A1 (fr) 2020-04-22
EP3638611B1 true EP3638611B1 (fr) 2025-03-12

Family

ID=62636181

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18732001.5A Active EP3638611B1 (fr) 2017-06-12 2018-06-11 Frein pour un système d'ascenseur

Country Status (6)

Country Link
US (1) US20200180909A1 (fr)
EP (1) EP3638611B1 (fr)
CN (1) CN110753671B (fr)
DE (1) DE102017209888A1 (fr)
FI (1) FI3638611T3 (fr)
WO (1) WO2018228983A1 (fr)

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US20240182266A1 (en) * 2015-01-26 2024-06-06 Hydrasafe Brake, Llc Elevator safety braking device
EP3674248B1 (fr) * 2018-12-31 2022-09-07 KONE Corporation Frein de stationnement de cabine d'ascenseur
US12434943B2 (en) * 2020-07-31 2025-10-07 Otis Elevator Company Beam climber active brake health monitoring system
CA3227553A1 (en) * 2024-01-26 2025-04-17 Hydrasafe Brake, Llc Elevator safety braking device

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Publication number Priority date Publication date Assignee Title
JPH09267983A (ja) * 1996-03-29 1997-10-14 Mitsubishi Electric Corp リニアモータ駆動方式移動体装置
WO2010003466A1 (fr) * 2008-07-11 2010-01-14 Inventio Ag Dispositif de retenue présentant un élément accumulateur d’énergie
WO2015052109A1 (fr) * 2013-10-10 2015-04-16 Cobianchi Liftteile Ag Frein parachute pour cabine d'ascenseur
CN205114750U (zh) * 2015-11-18 2016-03-30 湘潭市恒欣实业有限公司 能检测制动钳压力的轮边制动器

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US20200180909A1 (en) 2020-06-11
DE102017209888A1 (de) 2018-12-13
EP3638611A1 (fr) 2020-04-22
WO2018228983A1 (fr) 2018-12-20
FI3638611T3 (fi) 2025-06-23
CN110753671A (zh) 2020-02-04
CN110753671B (zh) 2021-12-07

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