• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The operation of selected pneumatic components on an electric hybrid vehicle is interrupted during the operation of an electric power take-off application installed on the vehicle. By interrupting the operation of the air suspension during periods of operation of the vehicle's thermal engine in order to support the vehicle's air compressor system, the reserve fuel is reduced.
    公开号:SE1251162A1
    申请号:SE1251162
    申请日:2010-03-16
    公开日:2012-10-15
    发明作者:Jay Bissontz
    申请人:Int Truck Intellectual Prop Co；
    IPC主号:
    专利说明:

    2 risk traction engine has no operating mode “idle” and since its efficiency is far less variable with the operating speed than with an internal combustion engine, energy is conserved when using the traction engine as opposed to using the internal combustion engine to support the PTO. The internal combustion engine may be sporadically driven in order to maintain the charge in the vehicle's batteries during ePTO, but is otherwise disconnected. The ePTO mode for driving can be used with devices installed by truck equipment manufacturers (TEM), such as a hydraulic pump for driving truck-mounted hydraulic movement equipment. It is common practice with PTO applications to use a pneumatically activated, internal coupling device consisting of a coupling package or slide / coupling gear, which in turn connects a drive motor to the load (eg a hydraulic pump) coupled to the PTO application output shaft. This aspect of the application does not change between the PTO supported by the internal combustion engine and the ePTO. The pneumatic system is supported by an air compressor, which can be connected directly to the internal combustion engine for its operation.
    Electric hybrid vehicles designed with pneumatically activated PTO coupling devices can also be equipped with other pneumatic systems. An example of other pneumatic systems is an air suspension system. In the case of an air suspension, airbags / springs carry part of the weight of the vehicle, usually at each wheel.
    Air suspension systems often involve automatic plane adjustment of the vehicle. When a vehicle equipped for automatic plane adjustment can, in the ePTO mode of operation (the thermal diesel engine does not run), the position and load of the chassis can be changed in relation to a sensor system for the suspension level. Outriggers can be used to change the local load on different individual air springs. Even without outriggers, the load carried by each wheel of the vehicle can be affected by the use of the PTO application, such as a skylift unit, which can be rotatable or extendable.
    Under these circumstances, the level sensor system can cause the air suspension system to inflate and deflate the suspension air springs in an attempt to level the vehicle. However, when attempting to plan the vehicle, the air suspension's plan setting system can empty the vehicle's source of compressed air, which also feeds the pneumatically activated PTO mechanism.
    In ePTO applications without hybrid function, this inflation and deflation process has little consequence because the thermal diesel engine runs and 3 normally generates abundant additive power in the vicinity of idle drive to run the chassis air compressor and thus maintain sufficient air pressure and volume for proper suspension and PTO operation . However, in the case of an ePTO mode operation with hybrid function, when the primary air pressure begins to drop below a certain set target point (for example 95 psi), the diesel engine will start automatically and attempt to regenerate the lost primary air pressure emitted during the level setting process of the suspension. This loss of primary air pressure can now result in operation of the internal combustion engine and its consistent fuel consumption, which jeopardizes the energy gain from the ePTO operation. In addition, if the primary air pressure drops sufficiently (for example: 90 psi), the pneumatically actuated PTO clutch mechanism can disengage, rendering the hydraulic control equipment inoperative until the engine cycle has been able to regenerate sufficient air pressure necessary to re-support the ePTO the operation.
    Other pneumatic systems can be found in motor vehicles which include central tire inflation systems, pneumatically actuated windscreen wipers, pneumatic tool circuits, air brakes and the like. Similarly, the operation of these systems can lower the compressed air charge stored in the vehicle and affect the operation of the pneumatically actuated clutch for PTO application.
    SUMMARY A hybrid vehicle having an internal combustion engine, an electric traction motor and a power take-off application selectively operable from the internal combustion engine or electric traction motor comprises a pneumatic system driven by storage tanks and a compressor driven by the internal combustion engine. The vehicle includes pneumatic components that are connected to be loaded by the pneumatic system. The power take-off application uses a pneumatically activated clutch to effect selective operation of the power take-off application from the internal combustion engine or the electric traction motor.
    The operation of the pneumatic feed and pneumatic use systems in a hybrid vehicle is coordinated with the type of ePTO mode of operation.
    The pneumatically activated coupling or connection in fact has priority claims to available stored air. For some pneumatic systems, this may mean a temporary cessation of the operation of a certain pneumatic system or a certain 4 pneumatic application. For example, the pressure from a pneumatic suspension system may be dumped and the operation of the pneumatic suspension system may be shut down. Similarly, a pneumatic windscreen wiper or a central inflation system may be switched off if the ePTO appears with the vehicle stationary. A pneumatic tool circuit may be allowed to operate depending on the probability that a particular tool is needed during the ePTO operation which involves normal responsibility for the operation of the thermal engine to run the pneumatic feed system to supplement available stored air in response to sinking. pressure.
    BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 shows a side view of a hybrid / electric vehicle having a PTO operation.
    Fig. 2 shows a high level diagram for a vehicle driveline and a vehicle control system for a hybrid / electric vehicle.
    DETAILED DESCRIPTION In the following detailed description, exemplary size models / values / ranges may be given with respect to specific embodiments, but should not be construed as generally limiting.
    Now with reference to the figures and in particular to Fig. 1 where a mobile hybrid skylift 1 is illustrated. The mobile hybrid skylift 1 serves as an example of an intermediate work vehicle that supports a PTO application of which a hydraulically driven skylift unit 2 mounted on a trolley 12 serves as an example. Movement of the skylift unit 2, including its raising, lowering, extending or contracting, or twisting thereof may result in an obvious shift of the load carried by the mobile hybrid skylift 1. This may further result in a change in the level of the vehicle's non-existent compensation. Other PTO applications that can affect the level of the vehicle include applications such as outriggers and drills.
    The skylift unit 2 comprises a lower boom 3 and an upper boom 4 rotatably connected to each other. The lower boom 3 is in turn mounted to rotate on the vehicle shaft 12 on a bearing 6 and a rotatable bearing holder 7. The rotatable bearing holder 7 comprises a pivot bracket 8 for one end of the boom 3. A basket is attached to the free end of the upper boom 4 and carries personnel during the lifting of the basket to and supports the basket within a work area. The basket 5 is rotatably mounted on the free end of the boom 4 to constantly maintain a horizontal orientation. A hydraulic lifting unit 9 is connected between the rotatable bearing holder 7 and the lower boom 3 by rotary coupling 10 to the pivot 13 of the rotatable bearing holder 7 on the lower boom 3. The hydraulic lifting unit 9 is connected to a pressure supply for suitable hydraulic fluid, which allows the unit to be lifted , lowered and turned. Each of these movements has the potential to affect the level of the mobile hybrid skylift 1.
    The outer end of the lower boom 3 is connected to the lower and rotatable end of the upper boom 4. A pivot 16 connects the outer end of the lower boom 3 to the rotating end of the upper boom 4. An upper boom compensating unit 17 is connected between the lower boom 3 and the upper boom 4 to move the upper boom around the pivot 16 to adjust the upper boom relative to the lower boom 3. The upper boom compensation unit 17 the boom allows independent movement of the upper boom 4 relative to the lower boom 3 and provides compensating movement between the booms for raising the upper boom with the lower boom. The upper boom compensation unit 17 is usually fed with hydraulic pressure fluid from the same sources as the hydraulic lifting unit 9. Outriggers 96 may be installed at the corners of the vehicle body 12 to stabilize when parked in uneven terrain.
    A common source of pressurized hydraulic fluid is a PTO device (a hydraulic pump) 22. The hydraulic pump 22 may be driven by either of two drive motors in the mobile hybrid lift 1. The drive motors are usually an internal combustion engine 28 and an electric traction motor 32 ( see Fig. 2).
    Referring to Fig. 2, there is illustrated a high level diagram of a control system 21 which provides control of a vehicle driveline 20, such as may be used with a mobile hybrid skylift 1. An electrical system controller (ESS) 24, a kind of body computer, operates as a system monitor and is by means of a Society of Automotive Engineers (SAE) J1939 standard compliant general data link 18 interconnected with various local controls. These local controls in turn implement direct control of many vehicle functions that are not directly controlled by the ESS 24. As can be inferred, the ESS 24 is normally directly connected to selected inputs (including the ESS sensor package 27) and outputs (such as a headlight switch (not shown). - de)). ESS 24 communicates with an instrument panel 44, from which one can obtain signals indicating the on / off position of the headlights and generates on / off signals to 6 other means, such as panel instruments (not shown). The ignition mode may be included among the signals included in the ESS sensor package 27, which are directly connected to input ports on the ESS 24. Signals relating to the activation of the power take-off operation (PTO), and for changing the output signal level of the drive motor, which is included. connected for supplying PTO, can be generated from a number of sources, including a dashboard 44 and hardware inputs 66 to a remote power module (FMM) 40.
    These signals may be communicated to the ESS 24 or to the engine control module (ECM) 46 directly or via one of the vehicle data links, such as a SAE J1708 custom data link 64 for the instrument panel 44 or a private SAE J1939 custom data link 74 for FMM hardware inputs 66. SAE J1708 custom data links have a data connection with a low baud rate, typically approximately 9.7K baud, and are normally used for transmitting on / off switch modes. Private SAE J1939 custom data links have much higher data transfer rates than public SAE J1939 custom data links.
    Five controls in addition to the ESS 24 are illustrated as coupled to the general data link 18. These controls include a motor control 46, a transmission control 42, a hybrid control 48, an instrument control 58 and an anti-lock braking system (ABS) control 50. It will be appreciated that other controls may be installed in the vehicle in communication with the data link 18. Different sensors may be connected to several of the local controls. The data link 18 is preferably the bus for a general control area network (CAN) adapted to the SAE J1939 standard and under current practice supports data transmission of up to 250K baud.
    The hybrid control 48, the transmission control 42 and the engine control 46 coordinate the operations of the hybrid driveline 20 for selection between the internal combustion engine (ICE) 28 and the traction engine 32 as the drive motor for the vehicle (or optionally to combine the output from the engine and the traction engine). During vehicle braking, these controls coordinate disengagement of automatic transmission 30, which potentially disengages the internal combustion engine 28 and engages the traction engine 32 in its generation mode to recover some of the vehicle's kinetic energy by driving the traction engine 32 in the reverse direction. The ESS 24 and ABS controller 50 generate data via the data link 18 used for these operations, including brake pedal position, data relating to slip, throttle valve position and other power requirements such as for the PTO device 22. The hybrid controller further monitors a proxy related to the battery 34 charging position ( SOC). The hybrid driveline 20 is illustrated as a parallel diesel / electric system, in which the traction engine / generator 32 is connected in line with an internal combustion engine 28 via an automatic transmission 30, so that the internal combustion engine 28 or the traction engine 32 can function as the vehicle's drive engine. In a parallel hybrid electric vehicle, the traction motor / generator 32 is used to recover the kinetic energy of the vehicle during deceleration by using the drive wheels 26 to drive the traction motor / generator 32 backwards and thereby supply a portion of the vehicle's kinetic energy to generate electricity. The generated electricity is converted from three-phase alternating current by the hybrid inverter 36 and fed to a traction battery 34 as a direct current effect. The system operates to recover a vehicle's moment of inertia during braking and converts and stores the recovered energy as potential energy for later use, including refueling in the hybrid driveline 20.
    The internal combustion engine 28 is disconnected from the other components of the hybrid driveline by opening the automatic transmission 30 during periods when the traction engine / generator 32 is driven in the reverse direction.
    At transitions between positive and negative traction motor 32, the electrical consumption is detected and managed by means of a hybrid control 48. During braking, the traction motor / generator 32 generates three-phase alternating current which is fed to a hybrid inverter 36 for conversion to direct current (DC) to be fed to a traction battery 34. When the traction motor 32 is used as the vehicle's drive motor, the current flow is reversed.
    Vehicles with a large mass tend to have lower profits from hybrid driving than cars have. Thus, the electrical power available from the traction battery 34 is often used to power other vehicle systems such as the PTO device 22, which may be a hydraulic motor, by supplying the electrical power to the traction motor 32, which in turn generates kinetic or mechanical force such as used to drive the PTO device 22. The intermittent or low power requirements of the PTO device 22 can make its operation with the use of the internal combustion engine 28 extremely inefficient, as the ICE 28 would operate much of the time at idle due to intermittent power requirements. or at relatively small or inefficient power levels because the PTO device can absorb only a few watts of power. Thus, a vehicle such as a mobile hybrid skylift 1 may be designed to intermittently start and run the internal combustion engine 28 at an effective output power level in order to maintain the charge status of the traction battery 34. This can happen during 8 ePTOs that interrupt ePTOs for conventional PTOs. The traction engine / generator 32 can be used to start the internal combustion engine 28.
    The various local controls may be programmed to respond to data from the ESS 24 fed to the data link 18. The hybrid controller 48 determines, based on the available battery charge mode, the power request. The hybrid controller 48 with ESS 24 generates the appropriate signals for feeding to the data link 18 in order to instruct the motor controller 46 to engage and disconnect the motor 28 and, if connected, at which output power the motor is to operate. The transmission control 42 controls the engagement of the automatic transmission 30. The transmission control 42 further controls the position of the transmission 38 in response to the transmission push button control 72, which determines the gear in which the transmission is located or whether the transmission is to supply drive torque to the drive wheels 26, to a pneumatic clutch 52 or if the transmission is to be in neutral.
    The pneumatic clutch 52 provides engagement and disengagement between the transmission 38 and the PTO device 22 by means of a PTO shaft 82.
    The control of the pneumatic clutch 52, the PTO device 22 and the PTO load 23 is implemented through one or more remote feed modules (FMM) 40. FMM 40 are data link expanded input / output modules adapted to ESS 24, which is programmed to utilize them. An FMM 40 acts as the control for the PTO device 22 and the pneumatic coupling 52 and generates FMM wired outputs 70 and FMM wired inputs 66 associated with coil controlled valves and pressure sensors for the PTO device 22, PTO loads 23 and the pneumatic coupling. position coupling 52. Position sensors and the like may also be provided for the PTO device 22 and the PTO loads. Requests for operation of PTO loads 23 and, possibly, response reports are fed to the data link 74 for transmission to ESS 24, which formats requests for receipt of specific controls or as reports. ESS 24 is also programmed to control valve positions via the first FMM 40 in PTO device 22. Remote feed modules are described in more detail in US-A-6 272 402, which is assigned to the assignee of the present invention and is hereby incorporated by reference in its entirety. this reference and where "Remote Power Modules" were referred to as "Remote Interface Modules".
    The pneumatic clutch 52 may be selectively fed with compressed air from a compressed air storage system, illustrated herein as a tank 62. Those skilled in the art will appreciate that on vehicles utilizing air brakes 9, such compressed air systems will include at least two tanks. The compressed air tank 62 may also be connected to supply air to other pneumatic systems, such as air springs 56 at branch solenoid valve units (MSVA) 78 or central tire inflation systems, pneumatic windshield wipers, pneumatic tools, and so on. (which is generally represented by the pneumatic application 90) via a second MSVA 88. The compressed air tank 62 is supplied with compressed air from an air compressor 60. The air compressor 60 is usually physically connected to the internal combustion engine 28 for its operation. In a hybrid driveline 20, the internal combustion engine 28 may be engaged to that compressed air tank 62 when the pressure falls below a predetermined minimum, as sensed by the air pressure sensor 84 and the vehicle ignition is on as determined by the ESS 24 in the ESS sensor packages 27. The ESS 24 may be with an output for controlling the connection and disconnection of the air compressor 60 to / from the ICE 28 by means of an integrated coupling for reducing the load with which the air compressor 60 loads the ICE 28 by ventilating its outlet to the atmosphere when the compressed air tank 62 is charged. Typically, the compressed air tank 62 is charged to a level higher than the level of control that triggers charging of the air tank.
    The interacting control of the PTO and the pneumatic systems beyond the pneumatic clutch 52 varies depending on whether a vehicle is operated in the electric PTO mode or not. If not, then ICE 28 power is available for driving the compressor 60 and is usually sufficient to maintain the minimum pressure levels in the compressed air tank 62. For a vehicle where the ePTO mode has priority relatively conventional PTO in order to save ICE 28 fuel , however, avoiding running ICE 28 is a priority.
    One side of the interaction between the control regimes of a pneumatic system and the PTO is exemplified by considering the mobile hybrid lift 1. The level of the vehicle is adjustable at each wheel by changing the pressure in air springs 56, either by supplying air in the air springs 56 or by emissions of air from the air springs 56. Supply of air in the air springs 56 takes place via valves in the branch 78.
    Compressed air is available at the branch 78 from the compressed air tank 62. Air from the air springs 56 can be discharged to the atmosphere.
    A suspension control 54, which can communicate with the ESS 24 over the private data link 74, provides control of the valves in the manifold 78, which allow the supply or discharge of air into the air springs 56. The level sensing module 45 may operate to try to equalize the extent of each air spring 56 to a normal height and will feed data to the suspension guide 54 as to which of the springs are shortened and which are extended.
    The need for compressed air from the compressed air tank 62 can be reduced during the operation of ePTO loads 23 by coordinating the ON / OFF position of the 56 dumping properties of the air springs with the switching on and off of the ePTO operation. During the ePTO implementation of movements for the body equipment, such as the rotation of the skylift unit 2, which may affect the lift height and / or the level of the vehicle chassis in relation to the sensing module 45 for the suspension level, for example, no air is fed to the air springs 56. device 90 can be allowed on the basis of waste decay and may depend on what the PTO loads 23 are. Pneumatic devices 90 may, for example, comprise pneumatic windscreen wipers 90A controlled by ESS 24 by means of an MSVA 88. Where the PTO loads 23 are hydraulic lifting units 9 and a compensation unit 17 for the top boom, it may be that the wipers can be excluded as it is unlikely that the vehicle is moving in a PTO application / load of this kind. Similarly, a pneumatic central tire inflation system 90B is unlikely to be used while the vehicle is stationary, even if the suspension system pressure would not be dumped from the tires during PTO. On the other hand, if the pneumatic application 90 is a pneumatic tool 90C, and the tool is likely to be used by an operator from the basket 5, then the air-powered tool is left to be active. One can imagine different combinations of PTO loads 23 and pneumatic systems that are switched on and off in a coordinated way with an ePTO operation of the PTO loads.
    Operator selection and non-selection of PTO mode for operations are often provided with the push button control 72 for the transmission. Some PTO modes require, for example, that a vehicle be parked, which includes the transmission control 42 in the PTO operational mode. When the conditions for the PTO operation are met and the vehicle also enters electric PTO mode, the air level suspension operation is excluded. The air level suspension system will not resume its normal operating mode until the ePTO operating mode is deselected. The suspension level setting operation may involve using the valve 86 to equalize the pressure in the air springs / bags 56 at atmospheric pressure.
    To implement selective suspension and activation of the air level setting of the suspension system by adjusting the air pressure in the air springs 56, a communication strategy network for a control area network (CAN) is implemented, where various CAN modules comprising ESS 24, transmission control 42, hybrid control 48 and the motor control 46 communicates via a data link environment in order to exercise control over various aspects of the electrical and mechanical systems of the mobile hybrid lift 1, including the automatic suspension system for air level adjustment at its mechanical components by means of MSVA 78 and the air springs 56 and the controls components by means of the level sensing module 45 and the suspension control 54 and the pneumatic clutch 54 for the PTO application 22. The electric PTO mode of operation minimizes the operating time of the internal combustion engine 28 because the small and sometimes sporadic power requirements of certain PTO loads 23 make it extremely inefficient. turn the internal combustion engine 28 to support the PTO application. The electric PTO mode of operation is usually supported when the vehicle is stationary (for example, when the parking brake is applied, the vehicle's speed is close to zero, the transmission's current in neutral). Continued automatic adjustment of the vehicle's head and level setting while the vehicle is stationary would clear the charge position (SOC) of the mobile hybrid lift 1's compressed air tank 62 (which may represent primary and secondary tanks). If this happens, it could jeopardize the ability to support the action of the pneumatically actuated mechanical PTO shift / clutch mechanism (the pneumatic clutch 52).
    Other operational configurations of the vehicle may indicate circumstances where other pneumatic elements may be disconnected during ePTO mode.
    After activating the ePTO mode of operation, MSVA 78 works to dump the air in the air springs 56 in the air suspension system and the flow of additional air to the air springs is interrupted, which reduces the air demand from the primary and / or secondary air tank (compressed air tank 62). The air suspension system then does not need to return to its “normal” mode of operation until the mobile hybrid lift 1 is taken out of the ePTO mode of operation, after which the air suspension system returns to its normal, automated mode for maintaining the vehicle's head and level setting. The compressed air requirement that exists in addition to that stored in the compressed air tank 62 can be met by running the internal combustion engine 28 to drive the air compressor 60.
    Similarly, the MSVA 88 can be selectively operated to allow or limit the pneumatic application 90 during an electric PTO mode. This decision may depend on the nature of the PTO application 23 and the situation of the vehicle. For example, most, but not all, PTO applications will involve bringing the vehicle to a standstill. For a vehicle equipped with pneumatic windscreen wipers, the probability is very small that the windscreen wipers will be operated during PTO and thus they can be stopped. A central tire inflation system can be treated similarly to an air suspension system except that the air pressure in the tires is not dumped when the ePTO is taken. A pneumatic tool circuit can be useful for an operator during ePTO and is allowed to be in continued operation.
    The transmission control and ESS 24 both operate as portals and / or converter devices between the various data links 68, 18, 74 and 64. The data links 69 and 74 can be private / private and operate at significantly higher baud rates than the public data link 18 does. . Consequently, buffering is provided for messages that pass between the data links. Consequently, a message may need to be reformatted or a message on one link may require a different type of message on the other link, for example a motion request over the data link 74 may be converted to a request for transmission engagement from ESS 24 to the transmission controller 42. The data links 18, 68 and 74 are usually control area network buses, which comply with the SAE J1939 protocol.
    The description given here of a system in combination with a skylift unit 1 does not exclude other applications, which as an example could include: outriggers; bommar; roll-off hatches; cranes; drills and the like.
    权利要求:
    Claims (9)
    [1]
    A vehicle comprising: an internal combustion engine; an electric traction motor, which can be reversed to generate electricity; a power take-off application; a pneumatic supply system comprising compressed air storage and a compressor coupled to be driven by the internal combustion engine; pneumatic applications that can be selectively coupled to receive air under pressure from the pneumatic feed system; and a control actuable for activating the PTO application supported by the electric traction motor for adjusting the supply of air under pressure to selected pneumatic components from the pneumatic feed system.
    [2]
    A vehicle according to claim 1 and further comprising: a pneumatically actuated clutch connected to the pneumatic feed system and operative to effect selective operation of the PTO application from the internal combustion engine or the electric traction engine.
    [3]
    A vehicle according to claim 2 and further comprising: that the pneumatic application comprises an air suspension system comprising air springs; that the control that can be influenced by the function of the PTO application forms part of a level equalization system for the air suspension system; and that the equalization system provides for interruption of the operation of the air suspension system and discharge of the pneumatic components of the suspension system during the take-off operation supported by the electric traction motor.
    [4]
    A vehicle according to claim 3 and further comprising: pressure sensors for the pneumatic feed system; and controls that can be actuated by the pressure sensors for switching on the operation of the internal combustion engine and for maintaining the pressure in the pneumatic system. 20 25 30 14
    [5]
    A vehicle according to claim 4 and further comprising the PTO application comprising components affecting the load of the vehicle.
    [6]
    A vehicle according to claim 5 and further comprising: a traction battery; and means operable by the traction battery charging position for controlling the start of the internal combustion engine in order to drive the electric traction motor backwards to generate electricity and to stop the internal combustion engine when the traction battery charging position meets a minimum.
    [7]
    A vehicle comprising: an electric traction motor; an internal combustion engine; a power take-off application; a pneumatic system comprising compressed air storage and a compressor coupled to be driven by the internal combustion engine; pneumatic components coupled to receive compressed air from the pneumatic system, comprising a pneumatic coupling element for coupling the power take-off application to one of the internal combustion engine and the electric traction engine; and a control for interrupting discharge of compressed air from the pneumatic system to selected pneumatic components in response to the operation of the pneumatic coupling element and the electric traction motor to support the PTO application.
    [8]
    A vehicle according to claim 7 and further comprising the pneumatic components comprising elements of a self-leveling suspension system.
    [9]
    A vehicle according to claim 8 and further comprising: a control operable by the operation of the PTO application by means of the electric traction motor in order to interrupt the operation of the self-leveling suspension system including discharging the pneumatic components of the self-leveling suspension system.
    类似技术:
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    同族专利:
    公开号 | 公开日
    AU2010348363B2|2014-08-28|
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    MX2012010227A|2012-10-03|
    WO2011115615A1|2011-09-22|
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    法律状态:
    2016-01-05| NAV| Patent application has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
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