1. A silver-bonded antimicrobial moist wound dressing comprising:
a pressure-sensitive adhesive layer configured to contact skin, an intermediate layer in which a silver-carboxymethylcellulose (silver-CMC) compound is dispersed in a medium, and an external protective film layer, laminated and bonded to each other,
wherein the silver-CMC compound has a CMC-OAg structure of Formula (I):
2. The wound dressing according to claim 1, wherein the silver-CMC compound is formed by a method comprising the steps of:
adding silver chloride (AgCl) to a 0.1-30% NH4OH aqueous solution to dissociate silver ions from the silver chloride and form a silver ion-containing solution, wherein the silver chloride is added in an amount of 0.00001% to 20.0% (wv);
dissolving sodium carboxymethylcellulose in water or an organic solvent to obtain a CMC solution, wherein a concentration of the CMC solution ranges between 2% and 15% (wv);
mixing the silver ion-containing solution with the CMC solution, and maintaining the mixed solutions at a temperature of 20\xb0 C. to 50\xb0 C. for 10 seconds to 1 hour so that the hydrogen ions (H+) of the hydroxyl groups of the CMC are replaced by the silver ions to prepare the silver-CMC compound, wherein an amount of the CMC ranges between 0.005 gml and 0.035 gml of the silver ion-containing solution;
dispersing and absorbing the silver-CMC compound in a medium; and
drying the medium.
3. The wound dressing according to claim 2, wherein the organic solvent is ethanol, isopropyl alcohol or a mixture thereof.
4. The wound dressing according to claim 2, wherein the drying is performed at room temperature to 200\xb0 C.
5. The wound dressing according to claim 1, wherein the medium is a pure (100%) cotton non-woven fabric or gauze.
6. The wound dressing according to claim 1, wherein the external protective film layer is larger in size than the intermediate layer, and the pressure-sensitive adhesive layer is formed by applying a pressure-sensitive adhesive to a surface in contact with skin.
7. A silver-bonded antimicrobial moist wound dressing comprising:
a pressure-sensitive adhesive layer in contact with skin;
a silver-carboxymethylcellulose (silver-CMC) powder-containing layer; and
an external protective film layer laminated and bonded to each other,
wherein the silver-CMC powder comprises a silver-CMC compound having a CMC-OAg structure of Formula (I):
8. The wound dressing according to claim 7, wherein the silver-CMC compound is formed by a method comprising the steps of:
adding silver chloride (AgCl) to a 0.1-30% NH4OH aqueous solution to dissociate silver ions from the silver chloride and form a silver ion-containing solution, wherein the silver chloride is added in an amount of 0.00001% to 20.0% (wv);
dissolving sodium carboxymethylcellulose in water or an organic solvent to obtain a CMC solution, wherein a concentration of the CMC solution ranges between 2% and 15% (wv);
mixing the silver ion-containing solution with the CMC solution, and maintaining the mixed solutions at a temperature of 20\xb0 C. to 50\xb0 C. for 10 seconds to 1 hour so that the hydrogen ions (H+) of the hydroxyl groups of the CMC are replaced by the silver ions to prepare the silver-CMC compound, wherein an amount of the CMC ranges between 0.005 gml and 0.035 gml of the silver ion-containing solution; and
drying and pulverizing the silver-CMC compound.
9. The wound dressing according to claim 8, wherein the organic solvent is ethanol, isopropyl alcohol or a mixture thereof.
10. The wound dressing according to claim 8, wherein the drying is performed at room temperature to 200\xb0 C.
11. The wound dressing according to claim 7, wherein the silver-CMC powder-containing layer is a hydrogel or hydropolymer type.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A method for carrying out gear shifting in a twin-clutch transmission having at least two transmission input shafts, each of which is coupled via a respective clutch to an engine, wherein after recognition of a desire to shift, a first clutch from said respective clutches, assigned to the transmission input shaft that is transmitting the torque, is disengaged up to a slip limit and an engine torque(Teng) is driven as a function of a type of shifting in order to achieve a vehicle acceleration desired by a driver, wherein a torque (Temotor) of an electric motor is used as an additional torque.
2. The method as described in claim 1, wherein an additional torque is used to achieve the vehicle acceleration desired by the driver.
3. The method as described in claim 2, wherein, in the driving of the torque (Temotor) of the electric motor, the required vehicle acceleration is determined as a function of specific vehicle andor transmission variables, so that a target torque of the electric motor is calculated and the calculated target torque of the electric motor is used if the target torque is within predetermined minimum and maximum limit values.
4. The method as described in claim 2, wherein said respective clutches further comprise a second clutch and wherein, when the torque (Temotor) of the electric motor is insufficient, the clutch torque of one of said first or second clutches is used to control the vehicle acceleration.
5. The method as described in claim 1, wherein the type of shifting is determined shortly before the beginning of the shift.
6. The method as described in claim 5, wherein, when said first clutch is disengaged and when said second clutch is brought into the slipping state by a decrease of the clutch torque of said first clutch, it being decided at the beginning of the slip phase of said second clutch whether the drive train is under pulling load or pushing load in which a check is made of when the slip is positive or negative on said second clutch.
7. The method as described in claim 6, wherein when there is positive slip on said first clutch that is transmitting torque, if an engine speed (\u03c9eng) is somewhat larger than a speed of the active transmission input shaft (\u03c9inpshaft), a pulling load is present, and when there is negative slip, if the engine speed (\u03c9eng) is somewhat smaller than the speed of the active transmission input shaft (\u03c9inpshaft), a pushing load is present.
8. The method as described in claim 5, wherein when the clutch is gripping a check is made of whether the entered engine torque (Teng) is larger than the dynamic engine torque ({dot over (\u03c9)}eng\xb7Jeng).
9. The method as described in claim 8, wherein if the entered engine torque (Teng) is larger than the dynamic engine torque ({dot over (\u03c9)}eng\xb7Jeng) the twin-clutch transmission is in pulling mode, the engine being accelerated if the engaged clutch is disengaged, and if the entered engine torque (Teng) is less than the dynamic engine torque ({dot over (\u03c9)}eng\xb7Jeng), the twin-clutch transmission is in pushing mode.
10. The method as described in claim 5, wherein the state is considered in which none of the clutches is in the gripping state.
11. The method as described in claim 10, wherein the transmitted clutch torque
(
T
clA
B
transferred
)
is determined from the minimum value of the particular clutch torque TclAB that is set and the slip limit of the particular clutch
(
T
clA
B
slip
)
.
12. The method as described in claim 10, wherein in pulling mode the following formula applies:
sign
\u2061
(
\u03c9
eng
–
i
A
\xb7
\u03c9
vehicle
)
\xb7
i
A
\xb7
T
clA
transferred
+
sign
\u2061
(
\u03c9
eng
–
i
B
\xb7
\u03c9
vehicle
)
\xb7
i
B
\xb7
T
clB
transferred
\u2265
0
and in pushing mode the following formula applies:
sign
\u2061
(
\u03c9
eng
–
i
A
\xb7
\u03c9
vehicle
)
\xb7
i
A
\xb7
T
clA
transferred
+
sign
\u2061
(
\u03c9
eng
–
i
B
\xb7
\u03c9
vehicle
)
\xb7
i
B
\xb7
T
clB
transferred
<
0
whereby,
\u03c9vehicle=vehicle speed,
iA=overall ratio of the gear of the first input shaft,
iB=overall ratio of the gear of the second input shaft,
T
clA
transferred
=
transmitted
\u2062
\u2062
clutch
\u2062
\u2062
torque
\u2062
\u2062
of
\u2062
\u2062
the
\u2062
\u2062
first
\u2062
\u2062
clutch
\u2062
\u2062
and
T
clB
transferred
=
transmitted
\u2062
\u2062
clutch
\u2062
\u2062
torque
\u2062
\u2062
of
\u2062
\u2062
the
\u2062
\u2062
second
\u2062
\u2062
clutch
.
13. The method as described in claim 1, wherein the slip limit (TclAslip) of said first or second clutch is determined according to the following formula:
T
clA
slip
=
\uf603
T
eng
–
J
eng
\u2062
T
eng
+
T
vehicle
i
A
–
\uf603
i
B
i
A
–
1
\uf604
\xb7
T
clB
J
eng
+
J
vehicle
i
A
2
–
sign
\u2061
(
1
–
i
B
i
A
)
\xb7
T
clB
\uf604
.
14. The method as described in claim 13, wherein an external vehicle torque (Tvehicle) of the vehicle is determined for determination of the slip limit
(
T
clA
slip
)
.
15. The method as described in claim 14, wherein the external vehicle torque (Tvehicle) of the vehicle is determined when said first or second clutch is gripping and slipping according to the following formula:
T
vehicle
=
i
A
\xb7
\u03c9
.
eng
\u2061
(
J
eng
+
J
vehicle
i
A
2
)
–
T
eng
+
\uf603
i
B
i
A
–
1
\uf604
\xb7
T
clB
.
16. The method as described in claim 14, wherein the external vehicle torque (Tvehicle) of the vehicle when said first clutch is just starting to slip and when said first clutch is disengaged is determined according to the following formula:
T
vehicle
=
1
i
A
\xb7
J
eng
\xb7
(
J
vehicle
\xb7
T
eng
–
sign
\u2062
{
\u03c9
eng
–
i
A
\xb7
\u03c9
vehicle
}
\xb7
{
i
A
2
\xb7
J
eng
+
J
vehicle
}
\xb7
T
clA
)
.
17. The method as described in claim 14, wherein, if neither of said first and second clutches is gripping, the external vehicle torque (Tvehicle) of the vehicle is determined according to the following formula:
Tvehicle={dot over (\u03c9)}vehicle\xb7Jvehicle\u2212sign(\u03c9eng\u2212iA\xb7\u03c9vehicle)\xb7iA\xb7TclA\u2212sign(\u03c9eng\u2212iB\xb7\u03c9vehicle)\xb7iB\xb7TclB.
18. The method as described in claim 1, wherein, in an upshift in pulling mode or a pulling upshift, the engine torque (Teng) is increased in order to develop a slip reserve and keep the motor speed above the speed of the old transmission input shaft that is assigned to the starting gear, said first clutch that is assigned to the starting gear is then disengaged with a constant ramp function and said second clutch assigned to the target gear is engaged with the same ramp function, the engine torque (Teng) is reduced to a minimum in order to synchronize the engine speed with the speed of the new transmission input shaft that is assigned to the target gear, and the torque (Temotor) of the electric motor is driven in such a manner that the vehicle acceleration desired by the driver is achieved.
19. The method as described in claim 1, wherein, in an upshift in pushing mode or a pushing upshift, the engine torque (Teng) is reduced to a minimum in order to synchronize the engine speed with the speed of the new transmission input shaft, the vehicle acceleration is driven with said first clutch, said first clutch is disengaged with a constant ramp function if the engine speed drops below the speed of the new shaft, said first clutch is disengaged with a constant ramp function if the engine speed drops below the speed of the new shaft, said first clutch is disengaged with a constant ramp function and said second clutch is engaged and the torque (Temotor) of the electric motor is driven in such a manner that the vehicle acceleration desired by the driver is achieved.
20. The method as described in claim 1, wherein, in a downshift in pulling mode or a pulling downshift, the engine torque (Teng) is increased in order to synchronize the engine speed with the speed of the new transmission input shaft, the vehicle acceleration is driven with said first clutch, said first clutch is disengaged with a constant ramp function if the engine speed climbs above the speed of the new shaft, said first clutch is disengaged with constant ramp function and the second clutch is engaged if the engine speed climbs above the speed of the new shaft, and the torque (Temotor) of the electric motor is driven in such a manner that the vehicle acceleration desired by the driver is achieved.
21. The method as described in claim 1, wherein, in a downshift in pushing mode or a pushing downshift, the engine torque (Teng) is reduced to a minimum in order to develop a slip reserve and keep the engine speed under the speed of the old transmission input shaft, said first clutch is disengaged with a constant ramp function and said second clutch is engaged with the same ramp function, the engine torque (Teng) is increased in order to synchronize the engine speed with the speed of the new transmission input shaft, and the torque (Temotor) of the electric motor is driven in such a manner that the vehicle acceleration desired by the driver is achieved.