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WO2010058612A1 - Dispositif pour réduire la résistance de frottement de la coque d'un navire - Google Patents

Dispositif pour réduire la résistance de frottement de la coque d'un navire Download PDF

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Publication number
WO2010058612A1
WO2010058612A1 PCT/JP2009/052570 JP2009052570W WO2010058612A1 WO 2010058612 A1 WO2010058612 A1 WO 2010058612A1 JP 2009052570 W JP2009052570 W JP 2009052570W WO 2010058612 A1 WO2010058612 A1 WO 2010058612A1
Authority
WO
WIPO (PCT)
Prior art keywords
hull
air
frictional resistance
ship
sea chest
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2009/052570
Other languages
English (en)
Japanese (ja)
Inventor
真一 ▲高▼野
宗二 溝上
靖司郎 日笠
将一 亀山
孝志 峰
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.)
Mitsubishi Heavy Industries Ltd
Original Assignee
Mitsubishi Heavy Industries Ltd
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 Mitsubishi Heavy Industries Ltd filed Critical Mitsubishi Heavy Industries Ltd
Priority to EP09827393.1A priority Critical patent/EP2351686B1/fr
Priority to US13/128,959 priority patent/US8516970B2/en
Priority to CN200980146462.1A priority patent/CN102224064B/zh
Priority to KR1020117010771A priority patent/KR101278754B1/ko
Publication of WO2010058612A1 publication Critical patent/WO2010058612A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B13/00—Conduits for emptying or ballasting; Self-bailing equipment; Scuppers
    • 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
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the present invention relates to a hull frictional resistance reduction device that reduces the frictional resistance of a navigating hull by generating bubbles from a plurality of air ejection holes formed on the bottom of the ship to form a bubble film on the bottom of the ship.
  • the sea chest and the bottom skin of the ship are made watertight so that seawater does not enter the hull in consideration of safety.
  • the sea chest and the ship bottom outer plate are integrally formed by welding or the like, for example.
  • seawater flows into the sea chest via each air blowing portion marine organisms may adhere to the sea chest, or the sea chest may be rusted by seawater.
  • the present invention can easily perform maintenance of an air chamber having a plurality of air ejection holes formed at the bottom, and can also provide a water-tight structure capable of providing a water-tight structure so that seawater does not enter the hull. It is an object to provide a resistance reduction device.
  • the hull frictional resistance reduction device of the present invention is arranged on the bottom of a ship inside a hull in a hull frictional resistance reduction device that reduces the frictional resistance of a navigating hull by generating bubbles and forming a bubble film on the bottom of the ship.
  • a partition wall for partitioning the internal space is provided inside the sea chest, and a through hole is formed in the partition wall.
  • the air chamber includes a lower casing disposed on the ship bottom side and an upper casing disposed on the ship upper side, and the upper casing is configured to be detachable from the lower casing. It is preferable.
  • seawater enters the inside of an air chamber in which a plurality of air ejection holes are formed at the bottom, while the sea chest can be configured to be watertight. That is, the air chamber and the sea chest have a double structure. Thereby, since a work space can be provided between the sea chest and the air chamber, the air chamber can be maintained. In addition, since the sea chest can have a watertight structure, seawater can be prevented from entering the hull.
  • the through hole is formed in the partition wall.
  • a plurality of divided work spaces can be moved through the holes.
  • the inside of the sea chest can be accessed from the entrance / exit formed in the bottom of the ship through the communication passage.
  • the hull frictional resistance reduction device of the fourth aspect it is possible to easily perform maintenance inside the air chamber by detachably configuring the upper casing with respect to the lower casing of the air chamber.
  • FIG. 1 is a side view schematically showing a hull equipped with a hull frictional resistance reducing device according to the present embodiment.
  • FIG. 2 is an explanatory diagram relating to the configuration of the hull frictional resistance reduction device according to the present embodiment.
  • FIG. 3 is a perspective view schematically showing the periphery of the sea chest of the hull frictional resistance reduction device according to the present embodiment.
  • FIG. 4 is a cross-sectional view of the sea chest of this embodiment shown in FIG.
  • FIG. 5 is a perspective view schematically showing the periphery of the sea chest of a hull frictional resistance reducing device according to a modification of the present embodiment.
  • FIG. 1 is a side view schematically showing a hull equipped with the hull frictional resistance reducing device according to the present embodiment
  • FIG. 2 is an explanation regarding the configuration of the hull frictional resistance reducing device according to the present embodiment
  • FIG. 3 is a perspective view schematically showing the periphery of the sea chest of the hull frictional resistance reducing device according to the present embodiment
  • FIG. 4 is a sectional view of the sea chest of the present embodiment shown in FIG. It is sectional drawing when cut.
  • FIG. 5 is a perspective view schematically showing the periphery of the sea chest of a hull frictional resistance reducing device according to a modification of the present embodiment.
  • the hull frictional resistance reduction device 10 sails by generating bubbles from a plurality of air ejection holes 15 formed on the bottom 5 and forming a bubble film 8 (see FIG. 3) on the bottom 5.
  • the frictional resistance of the hull 1 is reduced.
  • the hull 1 on which the hull frictional resistance reducing device 10 is mounted is, for example, a flat bottom ship with a flat bottom 5, and the hull frictional resistance reducing device 10 is on the bow side of the hull 1. It is arranged.
  • the hull frictional resistance reduction device 10 is applicable not only to a flat bottom ship but also to other ships.
  • the hull frictional resistance reduction device 10 includes a large number of air ejection holes 15 formed in the bottom 5, a blower 16 that can supply air toward the large number of air ejection holes 15, a blower 16, and a large number of air ejection holes 15. And an air supply passage 17 for connecting the two.
  • a large number of air ejection holes are arranged side by side in the width direction of the hull 1 to form air ejection hole groups 30a, 30b, 30b.
  • a plurality of air ejection hole groups 30a, 30b, 30b are formed in the ship bottom 5 (this embodiment). In the example, three are formed, for example.
  • One of the three air ejection hole groups 30a, 30b, and 30b is a central air ejection hole group 30a formed at the center in the width direction on the bow side, and the other two are the stern of the central air ejection hole group 30a. It is a pair of side air ejection hole groups 30b and 30b formed on both sides in the width direction of the ship while being formed on the side.
  • the central air ejection hole group 30 a is disposed on the bow side of the hull 1, and the pair of side air ejection hole groups 30 b and 30 b are formed near the center of the hull 1.
  • the blower 16 is disposed on the bow side of the hull 1 and functions as an air supply source capable of supplying air toward the numerous air ejection holes 15.
  • the blower 16 uses an electric motor 19 as a drive source, and the supply amount of air sent from the blower 16 can be controlled by controlling the rotation speed of the electric motor 19.
  • the blower 16 has a shorter installation distance from the central air ejection hole group 30a than the side air ejection hole groups 30b and 30b, and both the blower 16 and the central air ejection hole group 30a Arranged on the bow side of the hull 1.
  • the air supply source is not limited to the blower 16, and for example, an air compressor or the like may be used.
  • the single blower 16 is used.
  • the present invention is not limited to this, and a plurality of blowers 16 may be used.
  • the air supply passage 17 includes a main supply pipe 20 having one end connected to the blower 16, a plurality of branch supply pipes 21 connected to the main supply pipe 20, and a plurality of air chambers 22 connected to the plurality of branch supply pipes 21.
  • a primary air tank 23 is interposed in the main supply pipe 20. That is, the main supply pipe 20 includes an upstream main supply pipe 20a that connects the blower 16 and the primary air tank 23, and a downstream main supply pipe 20b that connects the primary air tank 23 and the plurality of branch supply pipes 21.
  • the downstream main supply pipe 20b is provided with an air flow meter 24 for measuring the flow rate of the air flowing in the downstream main supply pipe 20b, and each branch supply pipe 21 is opened and closed.
  • Each on-off valve 25 is interposed.
  • the primary air tank 23 is configured to be able to store air supplied from the blower 16 via the upstream main supply pipe 20a. Then, by providing the primary air tank 23 in the main supply pipe 20, it is possible to alleviate the air pressure fluctuation (so-called air pulsation) generated in the blower 16 and the upstream main supply pipe 20a.
  • the plurality of air chambers 22 are formed in a rectangular box shape, and are arranged corresponding to a number of air ejection holes 15 formed in the ship bottom 5. That is, a plurality of air ejection holes 15 are formed on the bottom surface (that is, the ship bottom) of each air chamber 22.
  • Each air chamber 22 is formed with an air supply port 28 to which each branch supply pipe 21 is connected at a substantially central portion of the top wall surface (see FIG. 4).
  • the plurality of air chambers 22 includes a plurality of central air chambers 22a corresponding to the central air ejection hole group 30a, and a plurality of side air chambers 22b corresponding to the pair of side air ejection hole groups 30b and 30b. , Is composed of.
  • the plurality of center-side air chambers 22a are formed in a rectangular box shape, the longitudinal direction of which coincides with the ship width direction, and is arranged side by side in the ship width direction. And by supplying air to the some central side air chamber 22a from the blower 16, air is ejected from the central air ejection hole group 30a, and a bubble is generated.
  • the plurality of side air chambers 22b are formed in a rectangular box shape like the plurality of center side air chambers 22a, and the longitudinal direction thereof is aligned with the ship width direction and arranged side by side in the ship width direction. It is installed. At this time, the plurality of side air chambers 22 b are divided into two corresponding to the pair of side air ejection holes 15. Then, by supplying air to each of the plurality of side air chambers 22b divided from the blower 16, air is ejected from the pair of side air ejection hole groups 30b and 30b to generate bubbles.
  • a central sea chest 35 is formed outside the plurality of central air chambers 22a so as to cover them, and the outer sides of each of the divided two side air chambers 22b.
  • a pair of side sea chests 36 for covering these are formed.
  • the air flow meter 24 measures the flow rate of the air flowing in the downstream main supply pipe 20b, and the supply amount of air supplied from the blower 16 based on the measurement result of the air flow meter 24. Is controlling.
  • the plurality of on-off valves 25 interposed in the plurality of branch supply pipes 21 function as so-called check valves, and prevent seawater from entering the air supply passage 17 on the upstream side from the on-off valves 25. It is arranged. Specifically, when the operation of the hull frictional resistance reduction device 10 is stopped, that is, when the drive of the blower 16 is stopped, the injection of air from each air ejection hole 15 is stopped. For this reason, seawater flows into each air chamber 22 through each air ejection hole 15. At this time, since each air chamber 22 communicates with each branch supply pipe 21, by closing the on-off valve 25, seawater can be prevented from entering each branch supply pipe 21 upstream from the on-off valve 25. ing.
  • the air blown from the blower 16 flows into the primary air tank 23 via the upstream main supply pipe 20a, and then the downstream main supply pipe 20b and the plurality of branch supply pipes 21.
  • the air flows into each air chamber 22 via.
  • the air supply amount of the blower 16 is adjusted by controlling the electric motor 19 based on the measurement result of the air flow meter 24.
  • the air is jetted into the water through each air ejection hole 15 to generate bubbles from the ship bottom 5.
  • the sea chests 35 and 36 are provided in a plurality (for example, three in this embodiment) corresponding to each of the air ejection hole groups 30a, 30b, and 30b, and the plurality of central air chambers 22a are provided.
  • a central sea chest 35 to be covered and a pair of side sea chests 36 and 36 to cover a plurality of the divided side air chambers 22b are provided.
  • the central sea chest 35 and the pair of side sea chests 36, 36 have substantially the same configuration, so that the configuration of the central sea chest 35 will be mainly described and the pair of side sea chests.
  • the configuration of 36 and 36 is omitted.
  • the center-side sea chest 35 is formed in a box shape that is a rectangular parallelepiped, the longitudinal direction of which coincides with the ship width direction, and is disposed on the ship bottom 5 inside the hull 1. .
  • the longitudinal direction of the center-side sea chest 35, the array direction of the plurality of center-side air chambers 22a, and the array direction of the center air ejection hole group 30a are the same direction.
  • the inside of the central sea chest 35 is formed in a space that is slightly larger than that of the worker so that the inside functions as the work space V1 (see FIG. 4).
  • the center side sea chest 35 is comprised watertight so that seawater may not enter the inside of the hull 1, and the connecting portion between the center side sea chest 35 and the ship bottom 5 is joined by welding or the like, for example. Furthermore, a plurality of insertion ports 40 through which the plurality of branch supply pipes 21 connected to the respective central air chambers 22a are inserted are formed through the top wall surface of the central sea chest 35.
  • a plurality of longes 45 extending in the ship length direction and used as aggregates are arranged in the center-side sea chest 35 in parallel with the ship width direction. For this reason, the inside of the center-side sea chest 35 is divided into a plurality of divided work spaces V ⁇ b> 2 by a plurality of longes 45. That is, the plurality of longes 45 function as a plurality of partition walls that divide the work space V ⁇ b> 1 inside the center-side sea chest 35.
  • each longage 45 is provided with a through-hole 48 for traffic so that an operator can go to and from each divided work space V2 in order to perform maintenance of each central air chamber 22a disposed in each divided work space V2.
  • a through-hole 48 for traffic so that an operator can go to and from each divided work space V2 in order to perform maintenance of each central air chamber 22a disposed in each divided work space V2.
  • the access room 50 is disposed adjacent to the stern side in the captain direction at one end of the center side sea chest 35 in the ship width direction. Similar to the center-side sea chest 35, the access room 50 is formed in a box shape that is a rectangular parallelepiped, and is disposed on the ship bottom 5 inside the hull 1. Similarly to the center-side sea chest 35, the access room 50 is configured to be watertight so that seawater does not enter the hull 1. The access room 50 is connected to the ship bottom 5, and the access room 50 is connected to the center.
  • the connecting portion with the side sea chest 35 is joined by welding or the like, for example.
  • An access port 51 through which an operator enters and exits the access room 50 from the outside of the ship is formed through the bottom surface of the access room 50 (so-called ship bottom 5).
  • the access room 50 and the central sea chest 35 An access through hole 52 is formed in the wall between the two. Thereby, the operator can come and go from the access room 50 to the central sea chest 35 through the access through hole 52. Therefore, the access room 50 functions as a communication passage that connects the entrance 51 and the central sea chest 35.
  • the entrance / exit 51 is provided with a lid made of a grating material or the like.
  • Each central air chamber 22a disposed in each divided work space V2 is composed of a lower casing 55 disposed on the ship bottom 5 side and an upper casing 56 disposed on the ship upper side.
  • the lower casing 55 is formed in a frame having a rectangular cross section and is disposed so as to surround the plurality of air ejection holes 15 formed in the ship bottom 5.
  • the lower end of the lower casing 55 and the ship bottom 5 are joined by welding or the like.
  • a lower flange 57 that protrudes outside the lower casing 55 is formed at the upper end of the lower casing 55.
  • the upper casing 56 is formed in a box having a rectangular cross section with an open bottom surface, and is disposed in contact with the lower casing 55.
  • An upper flange 58 that protrudes outside the upper casing 56 is formed at the lower end of the upper casing 56.
  • the operator can apply anticorrosives or marine organisms to the inside of each central air chamber 22 a, that is, the inside of the upper casing 56 and the lower casing 55. Maintenance such as removal can be performed.
  • the pair of side sea chests 36 has the same configuration as the center side sea chest 35, and the pair of side air chambers 22b also has the same structure as the center side air chamber 22a. It becomes the composition of.
  • the sea chests 35 and 36 can be configured to be watertight, and the work space V1 can be provided between the sea chests 35 and 36 and the air chambers 22a and 22b. For this reason, seawater can be prevented from entering the interior of the hull 1, and maintenance of the air chambers 22a and 22b can be performed.
  • each of the sea chests 35 and 36 is divided into a plurality of divided work spaces V2 by the plurality of longages 45, the plurality of divided work spaces V2 are formed by forming the through holes 48 in the respective longages 45. It becomes possible to come and go. Thereby, each air chamber 22a, 22b arrange
  • the entrance / exit 51 is formed in the ship bottom 5 and the access room 50 is provided, whereby the inside of each of the sea chests 35 and 36 can be accessed from the entrance / exit 51 via the access room 50.
  • the long holes 45 are formed with the through-holes for traffic 48, when the sea chests 35 and 36 are accessed, it is sufficient to form one entrance / exit 51, and in this embodiment, the sea chests 35 and 36 are used.
  • the upper casing 56 can be configured to be detachable with respect to the lower casing 55 of each air chamber 22a, 22b, maintenance inside the air chamber 22a, 22b can be easily performed.
  • an access room 50 adjacent to the central sea chest 35 is provided, and an entrance / exit 51 is formed in the access room 50 to access the central sea chest 35.
  • the access room 50 may be eliminated and the entrance / exit 51 may be formed in the center-side sea chest 35 as shown in FIG. According to this, since it is not necessary to arrange the access room 50, the configuration of the hull frictional resistance reduction device 10 can be simplified.
  • the hull frictional resistance reducing device according to the present invention is useful in the case where a plurality of air ejection holes are formed on the bottom of the hull, and is particularly suitable for the maintenance of the air chamber.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Toys (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

La présente invention concerne un dispositif pour réduire la résistance de frottement de la coque d'un navire, par production de bulles d'air et formation d'un film de bulles d'air (8) sur la surface du fond de la coque, le dispositif comprenant une chambre à air (22a) disposée sur le fond (5) à l'intérieur de la coque; une pluralité d'ouverture d'expulsion d'air disposée sous la forme d'une rangée dans le fond (5) de la coque formant le fond de la chambre à air (22a); et un coffre de prise d'eau (35) disposé sur le fond (5) de façon à recouvrir la chambre à air (22a), l'entretien de la chambre à air (22) s'effectuant simplement et la coque pouvant être formée à partir d'une structure étanche telle que le coffre de prise d'eau ne pénètre pas à l'intérieur de la coque.
PCT/JP2009/052570 2008-11-21 2009-02-16 Dispositif pour réduire la résistance de frottement de la coque d'un navire Ceased WO2010058612A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP09827393.1A EP2351686B1 (fr) 2008-11-21 2009-02-16 Dispositif pour réduire la résistance de frottement de la coque d'un navire
US13/128,959 US8516970B2 (en) 2008-11-21 2009-02-16 Device for reducing frictional resistance of ship body
CN200980146462.1A CN102224064B (zh) 2008-11-21 2009-02-16 船体摩擦阻力降低装置
KR1020117010771A KR101278754B1 (ko) 2008-11-21 2009-02-16 선체 마찰 저항 저감 장치

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2008-298730 2008-11-21
JP2008298730A JP5022346B2 (ja) 2008-11-21 2008-11-21 船体摩擦抵抗低減装置

Publications (1)

Publication Number Publication Date
WO2010058612A1 true WO2010058612A1 (fr) 2010-05-27

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2009/052570 Ceased WO2010058612A1 (fr) 2008-11-21 2009-02-16 Dispositif pour réduire la résistance de frottement de la coque d'un navire

Country Status (6)

Country Link
US (1) US8516970B2 (fr)
EP (1) EP2351686B1 (fr)
JP (1) JP5022346B2 (fr)
KR (1) KR101278754B1 (fr)
CN (1) CN102224064B (fr)
WO (1) WO2010058612A1 (fr)

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JP5087161B1 (ja) * 2011-08-29 2012-11-28 三菱重工業株式会社 船舶及び船舶の保守点検方法
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JP6049443B2 (ja) * 2012-12-25 2016-12-21 三菱重工業株式会社 摩擦抵抗低減型船舶
SG11201607337TA (en) * 2014-03-05 2016-10-28 Silverstream Technologies B V Use of an air lubrication system for reducing marine growth on a vessel
KR101616325B1 (ko) * 2014-05-30 2016-04-28 삼성중공업 주식회사 선박 공기분사 테스트장치 및 이를 구비한 모형선박
SG11201710703RA (en) 2015-06-29 2018-01-30 Samsung Heavy Ind Frictional resistance-reducing device and ship including same
CN105539770A (zh) * 2015-12-04 2016-05-04 深圳市易特科信息技术有限公司 用于海上救援的救援潜水装置及方法
EP3290324A1 (fr) * 2016-08-30 2018-03-07 Silverstream Technologies B.V. Système de lubrification par air à double cavité
CN108001610B (zh) * 2017-11-23 2024-04-23 中船(上海)节能技术有限公司 气体润滑减阻节能装置
CN108177724A (zh) * 2018-01-12 2018-06-19 中船重工船舶设计研究中心有限公司 一种用于气层减阻技术的稳压腔结构及安装方法
CN108674575B (zh) * 2018-05-23 2020-10-27 南京理工大学 一种流体减阻装置
JP7227728B2 (ja) * 2018-10-10 2023-02-22 三菱造船株式会社 既存船舶の利用方法
KR102652787B1 (ko) * 2019-08-30 2024-03-29 삼성중공업 주식회사 선박의 공기윤활시스템
KR102652786B1 (ko) * 2019-08-30 2024-03-29 삼성중공업 주식회사 선박의 공기윤활시스템
CN111361684A (zh) * 2020-03-20 2020-07-03 中国船舶工业集团公司第七0八研究所 一种船舶减阻及辅助破冰气泡系统
KR20220040716A (ko) 2020-09-24 2022-03-31 삼성중공업 주식회사 선박
CN112810748A (zh) * 2021-02-23 2021-05-18 中船重工（上海）节能技术发展有限公司 一种适用于气层减阻船舶的耐腐蚀稳压腔结构
CN113788102A (zh) * 2021-10-19 2021-12-14 中船重工（上海）节能技术发展有限公司 一种稳压腔结构、气层减阻系统及船舶
CN114889742B (zh) * 2022-05-09 2023-03-14 江苏科技大学 一种船用通气减阻装置
CN119611607B (zh) * 2024-12-09 2026-01-02 浙江大学 一种自启停防污的气泡发生装置、方法及含该装置的船舶

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EP2351686A4 (fr) 2013-05-01
JP5022346B2 (ja) 2012-09-12
EP2351686B1 (fr) 2016-05-04
CN102224064A (zh) 2011-10-19
US8516970B2 (en) 2013-08-27
CN102224064B (zh) 2014-08-13
KR101278754B1 (ko) 2013-06-25

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