[go: up one dir, main page]

WO2025218855A1 - Volant d'inertie pour une chaîne cinématique d'un véhicule à moteur - Google Patents

Volant d'inertie pour une chaîne cinématique d'un véhicule à moteur

Info

Publication number
WO2025218855A1
WO2025218855A1 PCT/DE2025/100278 DE2025100278W WO2025218855A1 WO 2025218855 A1 WO2025218855 A1 WO 2025218855A1 DE 2025100278 W DE2025100278 W DE 2025100278W WO 2025218855 A1 WO2025218855 A1 WO 2025218855A1
Authority
WO
WIPO (PCT)
Prior art keywords
flywheel
hub
friction ring
counter
output flange
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.)
Pending
Application number
PCT/DE2025/100278
Other languages
German (de)
English (en)
Inventor
Bernhard Huber
Uwe Weller
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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
Priority claimed from DE102024112644.2A external-priority patent/DE102024112644A1/de
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of WO2025218855A1 publication Critical patent/WO2025218855A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/1203—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon characterised by manufacturing, e.g. assembling or testing procedures for the damper units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • F16F15/123—Wound springs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/129—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon characterised by friction-damping means
    • F16F15/1292—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon characterised by friction-damping means characterised by arrangements for axially clamping or positioning or otherwise influencing the frictional plates

Definitions

  • the present invention relates to a flywheel with an integrated slip clutch and an integrated torsional vibration damper, wherein the in particular one-piece main flywheel mass of the flywheel can be screwed directly to the crankshaft of an internal combustion engine and preferably simultaneously forms one of the friction partners of the torque limiter.
  • a flywheel for a drive train of a motor vehicle with a main flywheel forming an input side, which can be screwed to a crankshaft of an internal combustion engine through a plurality of screw holes distributed in the circumferential direction of the flywheel, a slip clutch arranged downstream of the main flywheel in a torque transmission path starting from the input side, and a torsional vibration damper arranged downstream of the slip clutch in the torque transmission path and which has both an output flange and a hub forming an output side, which is connected to the output flange in a rotationally fixed manner, with through holes distributed in the circumferential direction.
  • the torsional vibration damper has a disassembly device that can be removed by twisting and is designed to remove the rotationally fixed connection of the hub to the output flange so that the through holes can be aligned with the screw holes, the flywheel can be easily separated from the combustion engine, even after the slip clutch has been triggered during operation of the motor vehicle.
  • the slip clutch includes at least two surfaces in frictional engagement, one of which surfaces is formed on the main flywheel mass.
  • the main flywheel mass is preferably formed in one piece.
  • the torsional vibration damper has a counter disc on the input side and the output flange and the hub connected to the output flange in a rotationally fixed manner on the output side, wherein the counter disc and the output flange are prestressed against each other by at least one spring device arranged therebetween.
  • the torsional vibration damper further comprises a drive plate on the input side, which is connected in a rotationally fixed manner to the counter plate and is spaced apart from the counter plate in the axial direction of the flywheel, wherein the output flange is arranged in the axial direction between the drive plate and the counter plate.
  • the torsional vibration damper has a hysteresis device and the disassembly device which can be removed by twisting is designed as part of the hysteresis device.
  • the hysteresis device comprises a friction ring which can be removed by rotation and which, in the installed state, is arranged in the axial direction between a flange section of the hub, in which the through holes are arranged, and the counter disc.
  • the friction ring when installed, holds the flange section of the hub in rotationally fixed engagement with the output flange, and when removed, allows a displacement of the hub in the axial direction such that the rotationally fixed engagement of the flange section with the output flange can be canceled and the hub can be rotated relative to the output flange.
  • the counter-disk has recesses on its inner edge, with the friction ring having radial projections on its outer circumference, which, when installed, are arranged in the axial direction between the flange portion and the counter-disk and which can be brought into alignment with the recesses by rotating the friction ring in order to allow the friction ring to be removed in the axial direction.
  • the friction ring and the counter-disk are essentially designed like a bayonet lock.
  • the friction ring which can be removed by twisting, has breakable wedge sections or foldable hinge sections that engage in the recesses when the friction ring is installed, holding the friction ring rotationally fixed to the counter-disk.
  • breakable wedge sections or foldable hinge sections that engage in the recesses when the friction ring is installed, holding the friction ring rotationally fixed to the counter-disk.
  • Figure 2 shows an assembly comprising a hub and an output flange of the torsional vibration damper of Figure 1 in a half perspective view
  • Figure 3 shows the torsional vibration damper with disassembly device from Figure 1 in a half perspective view
  • Figure 4 shows a friction ring of the disassembly device of the torsional vibration damper from Figure 1, designed as a hysteresis device, in a perspective view,
  • Figure 5 is a detailed view of the friction ring from Figure 4 with wedge section
  • Figure 6 is a detailed view of the torsional vibration damper from Figure 1, in which the wedge sections of the friction ring have been broken out,
  • Figure 7 is a detailed view of the torsional vibration damper from Figure 1 as a sectional view, in which one of the broken-out wedge sections is inserted into one of the blocking openings,
  • Figure 8 is a detailed view of the torsional vibration damper from Figure 1, in which the friction ring has been rotated for removal,
  • Figure 9 is a detailed view of the torsional vibration damper from Figure 1 after the friction ring has been removed
  • Figure 10 is a detailed view of the torsional vibration damper from Figure 1 after the hub has been displaced in the axial direction
  • Figure 11 shows a detailed view of the torsional vibration damper from Figure 1 in a plan view, after the through holes of the hub have been filled with screw holes of the main flywheel mass have been aligned,
  • Figure 12 shows a friction ring of the disassembly device designed as a hysteresis device according to a second embodiment of the torsional vibration damper from Figure 1 in a perspective view
  • Figure 13 is a detailed view of the friction ring from Figure 12 with a hinge section in the assembled state
  • Figure 14 is a detailed view of the friction ring from Figure 12 with the hinge section in the folded-down disassembly state.
  • Figures 1 to 4 show a first embodiment of a flywheel mounted so as to be rotatable about a rotational axis D, with an integrated slip clutch and an integrated torsional vibration damper, in an overall view (Figure 1) and in detailed views of individual assemblies and components ( Figures 2 to 4).
  • the flywheel 1 is intended for a drive train of a motor vehicle and has an input side 2 formed by a main flywheel mass 4 of the flywheel.
  • the main flywheel mass 4 is in particular one-piece and designed as a formed sheet metal component, wherein an edge arranged on the outside in the radial direction R of the flywheel is preferably folded at least once.
  • the flywheel 1 can be rotationally connected to a crankshaft of an internal combustion engine by screws 26 through a plurality of screw holes 5 arranged distributed in the circumferential direction U of the flywheel 1.
  • the slip clutch 6 is arranged downstream of the main flywheel 4 in a torque transmission path extending from the input side 2.
  • the slip clutch comprises at least two frictionally engaged surfaces which are frictionally or non-positively engaged in the axial direction A of the flywheel 1. are preloaded against each other, so that the two surfaces rotate together below a set limit torque and twist against each other above the limit torque until the introduced torque has dropped below the limit torque again.
  • One of the surfaces of the slip clutch 6 that is in frictional engagement is preferably formed by or on the main flywheel 4.
  • the torsional vibration damper 7 is arranged downstream of the slip clutch 6 in the torque transmission path and has both an output flange 11 and a hub 8.
  • the hub 8 is connected in a rotationally fixed manner to the output flange 11, in particular by a positive connection 24, and forms an output side 3 of the flywheel 1.
  • the hub 8 has a spline 27 in its interior.
  • the hub 8 has through-holes 10 distributed in the circumferential direction U in order to reach the screw holes 5 in the main flywheel 4 and the screws 26 inserted therein. More precisely, the through-holes 10 are formed in a flange section 9 of the hub 8, which extends in the radial direction R.
  • the torsional vibration damper 7 has a disassembly device 12 which can be removed by rotation and which is designed to remove the rotationally fixed, ie in particular the form-fitting connection of the hub 8 to the output flange 11 on the output side of the torsional vibration damper 7, so that the through holes 10 can be aligned with the screw holes 5.
  • the torsional vibration damper 7 has a counter-disk 13 on the input side and the output flange 11 and the hub 8 connected to the output flange 11 in a rotationally fixed manner on the output side, wherein the counter-disk 13 and the output flange 11 are preloaded against each other in the circumferential direction U by at least one spring device 14 arranged therebetween. Furthermore, the torsional vibration damper 7 has a drive plate 15 on the input side, which is connected to the counter-disk 13 in a rotationally fixed manner and is spaced apart from the counter-disk 13 in the axial direction A, for example by spacer rivets or bolts. The output flange 11 is arranged in the axial direction A between the drive plate 15 and the counter-disk 13. Preferably, the drive plate 15 forms one of the surfaces of the slip clutch 6 that are in frictional engagement. For this purpose, it is possible, for example, for the drive plate 15 to be made of stainless steel or to be provided with friction lining inserts.
  • the illustrated torsional vibration damper 7 has a hysteresis device 16.
  • the hysteresis device 16 comprises a friction ring 17 and a disc spring 18, which acts on the friction ring 17 directly—or indirectly via one or more friction partners—in the axial direction.
  • the friction ring 17 can be removed by twisting and, in the installed state, is arranged in the axial direction A between the flange section 9 of the hub 8, in which the through-holes 10 are arranged, and the counter disk 13.
  • the friction ring 17 forms, in particular, the disassembly device 12 that can be removed by twisting, i.e., the disassembly device 12 that can be removed by twisting is designed, in particular, as part of the hysteresis device 16.
  • the friction ring 17 holds the flange section 9 of the hub 8 in rotationally fixed engagement with the output flange 11, in that the friction ring 17 holds the hub 8 stationary in the axial direction A, whereby the output flange 11 and the flange section 9 of the hub 8 engage with each other by means of the positive connection 24.
  • a displacement of the hub 8 in the axial Direction A is possible in such a way that the rotationally fixed engagement of the flange section 9 with the output flange 11, ie the positive connection 24, can be canceled and the hub 8 can be rotated relative to the output flange 11.
  • the counter-disk 13 has recesses 19 on its inner edge that are distributed in the circumferential direction U.
  • the friction ring 17 has radial projections 20 on its outer circumference that are distributed in the circumferential direction U, which, in the installed state, are arranged in the axial direction A between the flange section 9 and the counter-disk 13 and which can be brought into line with the recesses 19 by rotating the friction ring 17 in order to be able to remove the friction ring 17 in the axial direction A.
  • the friction ring 17 comprises a ring section 21, from which the radial projections 20 project in the radial direction R.
  • the disassembly device 12 is thus designed like a bayonet lock.
  • the friction ring 17, as can be seen particularly from Figure 4, has wedge sections 22 between adjacent radial projections 20.
  • the wedge sections 22 equally project from the ring section 21 in the radial direction R.
  • the wedge sections 22 have predetermined breaking points to the ring section 21 in order to be able to easily break out the wedge sections 22 when the friction ring 17 is installed, and to be able to otherwise remove the ring section 21 with its radial projections 20 without causing any damage.
  • the breakable wedge sections 22 engage in the installed state of the friction ring 17 in the recesses 19 on the inner edge of the counter-disk 13 in order to hold the friction ring 17 in a rotationally fixed manner on the counter-disk 13.
  • the remaining ring section 21 with its radial projections 20 can be rotated until the radial projections 20, which space the flange section 9 of the hub 8 and the counter-disk 13 in the axial direction A, are used in overlap with the recesses 19, so that the radial projections 20 in the axial direction A through the recesses 19 can pass through and the ring section 21 with the radial projections 20 can be removed.
  • Figure 5 shows a detailed view of the initial state, in which the friction ring 17, in the installed state, is arranged in the axial direction A between the flange section 9 of the hub 8 and the counter-disk 13.
  • the breakable wedge sections 22 engage in the recesses 19 on the inner edge of the counter-disk 13 to hold the friction ring 17 rotationally fixed to the counter-disk 13.
  • the counter-disk 13 can have blocking openings 25, preferably arranged in the circumferential direction U between adjacent spring devices 14, into which the broken-out wedge sections 22 can be inserted in order to clamp the output flange 11 to the counter-disk 13 and to prevent a displacement of the output flange 11 in the axial direction A as soon as the remaining friction ring 17, more precisely the ring section 21 with its radial projections 20, has been removed.
  • the hub 8 can be displaced in the axial direction A, whereby the positive connection 24 between the flange section 9 of the hub 8 and the output flange 11 is eliminated.
  • the hub 8 can be rotated in the circumferential direction U relative to the counter disc 13 and the rest of the flywheel 1 until the through holes 10 in the flange section 9 of the hub 8 are aligned with the screw holes 5 and the screws 26 are accessible through the through holes 10.
  • the friction ring 17 has hinge sections 23.
  • the hinge sections 23 also project from the ring section 21 in the radial direction R.
  • the hinge sections 23 can also be folded out of the recesses 19 on the inner edge of the counter-pane 13. This state of a hinge section 23 is shown in Figure 14. Subsequently, the entire bayonet-type friction ring 17 can be rotated relative to the counter-disk 13 and the remaining flywheel 1 and removed, whereupon the hub 8 can be rotated relative to the counter-disk 13 and the remaining flywheel 1, as has already been explained with reference to Figures 8 to 11.
  • a flywheel 1 for a drive train of a motor vehicle comprising a main flywheel 4 forming an input side 2, which can be screwed to a crankshaft of an internal combustion engine through a plurality of screw holes 5 distributed in the circumferential direction U of the flywheel 1, a slip clutch 6 arranged downstream of the main flywheel 4 in a torque transmission path emanating from the input side 2, and a torsional vibration damper 7 arranged downstream of the slip clutch 6 in the torque transmission path and comprising both an output flange 11 and a hub 8 forming an output side 3, which is connected in a rotationally fixed manner to the output flange 11, with through holes 10 distributed in the circumferential direction U, wherein the torsional vibration damper 7 has a disassembly device 12 which can be removed by rotation and which is designed to ensure the rotationally fixed connection of the hub 8 to the output flange 11 so that the through holes 10 can be aligned with the screw holes 5.
  • the disassembly device 12 is

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

La présente invention concerne un volant d'inertie (1) pour une chaîne cinématique d'un véhicule à moteur, le volant d'inertie comprenant : une masse de volant d'inertie principale (4) qui forme un côté d'entrée (2) et qui peut être fixée à un vilebrequin d'un moteur à combustion interne par l'intermédiaire d'une pluralité de trous de vis (5) répartis dans la direction circonférentielle (U) du volant d'inertie (1) ; un embrayage à friction (6) qui est agencé en aval de la masse de volant d'inertie principal (4) dans un trajet de transmission de couple s'étendant à partir du côté d'entrée (2) ; et un amortisseur de vibrations de torsion (7) qui est agencé en aval de l'embrayage à friction (6) dans le trajet de transmission de couple et qui comprend à la fois une bride de sortie (11) et un moyeu (8) qui forme un côté de sortie (3), est fixé à la bride de sortie (11) pour une rotation conjointe avec celle-ci et présente des trous traversants (10) répartis dans la direction circonférentielle (U), l'amortisseur de vibrations de torsion (7) présentant un dispositif de désassemblage (12) qui peut être désolidarisé par rotation et qui est conçu pour libérer la liaison fixe en rotation du moyeu (8) à la bride de sortie (11) de sorte que les trous traversants (10) puissent être alignés à fleur sur les trous de vis (5).
PCT/DE2025/100278 2024-04-18 2025-03-17 Volant d'inertie pour une chaîne cinématique d'un véhicule à moteur Pending WO2025218855A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102024110894.0 2024-04-18
DE102024110894 2024-04-18
DE102024112644.2 2024-05-06
DE102024112644.2A DE102024112644A1 (de) 2024-04-18 2024-05-06 Schwungrad für Antriebsstrang eines Kraftfahrzeugs

Publications (1)

Publication Number Publication Date
WO2025218855A1 true WO2025218855A1 (fr) 2025-10-23

Family

ID=95249034

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2025/100278 Pending WO2025218855A1 (fr) 2024-04-18 2025-03-17 Volant d'inertie pour une chaîne cinématique d'un véhicule à moteur

Country Status (1)

Country Link
WO (1) WO2025218855A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS583944Y2 (ja) * 1978-03-07 1983-01-24 三菱自動車工業株式会社 フライホイ−ル
EP2614272B1 (fr) * 2010-09-09 2015-03-04 Schaeffler Technologies AG & Co. KG Dispositif de transmission de couple
DE102020132171A1 (de) * 2020-01-17 2021-07-22 Schaeffler Technologies AG & Co. KG Verfahren zur Montage eines Drehschwingungsdämpfers sowie Drehschwingungsdämpfer
DE102021214092A1 (de) * 2021-12-10 2023-06-15 Zf Friedrichshafen Ag Drehschwingungsdämpfungsvorrichtung für einen Antriebsstrang eines Kraftfahrzeugs

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS583944Y2 (ja) * 1978-03-07 1983-01-24 三菱自動車工業株式会社 フライホイ−ル
EP2614272B1 (fr) * 2010-09-09 2015-03-04 Schaeffler Technologies AG & Co. KG Dispositif de transmission de couple
DE102020132171A1 (de) * 2020-01-17 2021-07-22 Schaeffler Technologies AG & Co. KG Verfahren zur Montage eines Drehschwingungsdämpfers sowie Drehschwingungsdämpfer
DE102021214092A1 (de) * 2021-12-10 2023-06-15 Zf Friedrichshafen Ag Drehschwingungsdämpfungsvorrichtung für einen Antriebsstrang eines Kraftfahrzeugs

Similar Documents

Publication Publication Date Title
DE3519912C2 (de) Vorrichtung zur Verringerung von motorseitig erregten Schwingungen eines Antriebsstranges
DE102013202686A1 (de) Reibungskupplung mit Fliehkraftpendel
DE112016000616T5 (de) Kupplungsscheibe
DE112009002555T5 (de) Dämpfungsmechanismus
DE102021101499A1 (de) Drehschwingungsdämpfer
EP2347145B1 (fr) Amortisseur de vibrations torsionnelles pour la chaîne cinématique d'un véhicule
DE112011103176T5 (de) An einer Turbine befestigter Massendämpfer mit Schraubenfedern
DE102005007384A1 (de) Anordnung zur axialen Abstützung von zwei miteinander rotierenden Bauteilen
DE102006062833B4 (de) Drehmomentübertragungseinrichtung
EP4314594A1 (fr) Dispositif de transmission de couple pour une chaîne cinématique d'un véhicule à moteur
DE4008219A1 (de) Drehschwingungsdaempfer, insbesondere doppel-daempfungsschwungrad fuer ein kraftfahrzeug
WO2025218855A1 (fr) Volant d'inertie pour une chaîne cinématique d'un véhicule à moteur
DE102024112644A1 (de) Schwungrad für Antriebsstrang eines Kraftfahrzeugs
EP4093990A1 (fr) Amortisseur de vibrations de torsion doté d'un dispositif de limitation de couple
DE102021107695B4 (de) Drehmomentübertragungsvorrichtung für einen Antriebsstrang eines Kraftfahrzeugs
DE202019106783U1 (de) Rutschkupplung mit Mehrflanschtorsionsschwingungsdämpfer
DE102018215162A1 (de) Mehrscheibenkupplung
DE102022116136B4 (de) Drehmomentbegrenzer für eine Drehmomentübertragungseinrichtung
DE102018131319B3 (de) Drehmomentbegrenzer mit zumindest einem Abstandsblech und/oder Abstandsbolzen zur Zentrierung einer daran angrenzenden Komponente des Drehmomentbegrenzers
DE102021109991A1 (de) Kraftübertragungsvorrichtung
DE102020120221A1 (de) Hybridantriebsstrang
DE202019106788U1 (de) Rutschkupplung mit Mehrflanschtorsionsschwingungsdämpfer für Antriebsstrang eines Kraftfahrzeugs
DE102022115065B4 (de) Drehschwingungsdämpfer
DE102024110491A1 (de) Rutschkupplung für Kraftfahrzeug
DE102017109769B3 (de) Kupplungsscheibe für eine Reibungskupplung

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 25715662

Country of ref document: EP

Kind code of ref document: A1