EP0318660A1 - Procédé et installation pour la régulation de position d'un entraînement de positionnement, en particulier pour des ascenseurs - Google Patents

Procédé et installation pour la régulation de position d'un entraînement de positionnement, en particulier pour des ascenseurs Download PDF

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Publication number
EP0318660A1
EP0318660A1 EP88115868A EP88115868A EP0318660A1 EP 0318660 A1 EP0318660 A1 EP 0318660A1 EP 88115868 A EP88115868 A EP 88115868A EP 88115868 A EP88115868 A EP 88115868A EP 0318660 A1 EP0318660 A1 EP 0318660A1
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EP
European Patent Office
Prior art keywords
control
travel
setpoint
error
jerk
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Granted
Application number
EP88115868A
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German (de)
English (en)
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EP0318660B1 (fr
Inventor
Gerhard Kindler
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Inventio AG
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Inventio AG
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Priority to AT88115868T priority Critical patent/ATE74330T1/de
Publication of EP0318660A1 publication Critical patent/EP0318660A1/fr
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Publication of EP0318660B1 publication Critical patent/EP0318660B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/285—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical with the use of a speed pattern generator

Definitions

  • the invention relates to a method and a device for displacement control of a positioning drive with a cascade structure, wherein by specifying a corresponding jerk pattern and by triple integration of the same time, a guidance of the displacement setpoint S S and of the underlying speed and armature current control loops for forward correction are predefined directly Speed and acceleration setpoints V S or B S are carried out.
  • a guidance of the displacement setpoint S S and of the underlying speed and armature current control loops for forward correction are predefined directly Speed and acceleration setpoints V S or B S are carried out.
  • Positioning drives are required to be able to move to any desired position in compliance with specified conditions. Sometimes the condition is that the tolerance range for positioning accuracy and entry speed is very narrow or that the target position must be reached without overshoot. Often, however, the positioning process should also be completed in the minimum possible time, whereby system-specific limit values for jerk, acceleration, deceleration and speed must be observed. However, the demand for minimal energy loss can also be made. In all of these cases, the control device and the corresponding target driving curve acting as a guide variable are of central importance.
  • From DE-OS 30 01 778 are a method and Device for controlling the position of a positioning drive has become known, a reference variable encoder being provided, the target travel curves of which act on a cascade control according to the preamble of claim 1.
  • Guide values for the travel setpoint are formed in the command variable with triple integration of jerk values.
  • a run-up controller limited to the maximum jerk is provided, the setpoint of which is changed as a function of the distance traveled for short travel distances and as a function of speed as long as it is longer.
  • the determined setpoints for travel, speed and acceleration are given to the cascade control, the speed and acceleration setpoints, in the sense of a forward correction, being passed directly to the subordinate speed or armature current controllers. Since the acceleration setpoint for small travel distances is based on the distance-to-go according to this method, the problem of the exact determination of the distance-to-go arises. In the present case, this is determined not only at the beginning of each travel path, but also continuously, as the difference between the predetermined target position and the travel setpoint determined by the reference variable. This distance-to-go determination therefore presupposes that the actual travel value can follow the respective changes in the desired travel value without any significant following errors.
  • the target driving curves formed will not be optimal due to the inaccuracy on which they are based when determining the distance to go, so that the last part of the route must at most be traversed at creep speed so that any control errors that arise can be compensated for.
  • good management behavior of the cascade control is essential.
  • optimal target driving curves are available, for example from known driving curve computers, from input data and predetermined targets stand, there is only an optimal travel if the actual travel value is able to follow the desired travel value at any time, ie if the control device has a minimal travel error.
  • a first advantage results from the fact that no additional errors arise through the use of management variables which have arisen from multiple integration. However, this would be the case to a significant extent if the intermediate command variables were formed by multiple differentiation of the setpoint value.
  • Another advantage can be seen in the fact that all regulated subsystems follow the specified command values very precisely and almost without delay. It has also been shown that the control behavior of the control is largely independent of the gain factors of the controller and of the parameter value changes of the controlled system.
  • the controlled positioning drive consists of a cascade control KR and a downstream control system RS, which is designed as an elevator drive.
  • the setpoints of the controlled variables are formed in a reference variable generator FG and the cascade control KR as guided setpoints R S ; B S ; V S ; S S provided.
  • the cascade control KR contains all the features of the invention and is therefore shown below in FIG. 2 presented in more detail.
  • an electric motor 1 is coupled to a traction sheave 2, as a result of which a cabin 5 can be moved in an elevator shaft 6 in the usual manner with a cable 3 and a counterweight 4.
  • the armature current IA supplied to the electric motor 1 is regulated via an actuator 7 in the cascade control KR and is supplied to the superimposed current regulator 9 as a current actual value IA i by means of a current transformer 8 arranged in the armature circuit.
  • a speed controller 10 is superimposed on the current controller 9, which receives its actual speed value V i from a tachometer generator 12 coupled to the electric motor 1.
  • a speed controller 13 is superimposed on the speed controller 10, which receives its actual travel value S i from a travel sensor 14 driven by the cabin 5.
  • the subordinate control loops and the actuator 7 in the sense of a forward correction are the guided setpoints V S ; B S and R S are specified directly as correction parameters.
  • Fig. 2 shows a schematic block diagram of the cascade control KR, which is kept in detail because it contains all the characteristic features of the invention.
  • the method and device are described which serve to optimize the control behavior of the control with respect to the standard controlled system SR, namely the four-fold forward correction of the cascade control KR.
  • its parameters P1, P2 .... P n
  • W1, W2 .... W n a standardized set of values
  • a path control circuit is arranged at the extreme of the cascade structure, with an S comparator 19 and an S controller 13.
  • the S controller 13 consists of a proportional amplifier 13.1 to which an integrating amplifier 13.3 can be connected in parallel via the switch 13.2.
  • a speed control loop with V comparator 20 and V controller 10 is subordinate to the path control loop and this is furthermore a current control loop with IA comparator 21 and IA controller 9.
  • Actuator 7 can be designed as a static or rotating converter or consist of a subordinate voltage control loop.
  • This cascade control KR is forward-corrected, ie the guided setpoints V S , B S and R S are given directly to the two subordinate control loops and the actuator 7, taking into account suitable scale factors, namely: the guided V setpoint V S and the V- Controller 10 via the first V correction element 22 and the actuator 7 via the second V correction element 26; the guided B setpoint B S together with the guided R setpoint R S , the IA controller 9 via the B correction element 24 or the R correction element 25.
  • the correction elements 22, 24, 25, 26 are the scale factors KV and KB or KR or KU assigned.
  • each control loop receives the associated command variable generated by the reference variable transmitter FG directly, without delay, i.e. the output variable to be delivered by the respective higher-level controller no longer has to be equal to the feedback variable of the associated actual value signal in order to correct the control error of the lower-level control loop to zero.
  • Path control errors ⁇ S FD resulting from deterministic disturbances reach the measuring mechanism 29, where a corresponding measured value is formed and stored for their quantitative detection.
  • Travel control errors which are self-compensating during a journey, for example as a result of dynamic rope elongation, are calculated in the arithmetic unit 31 and subtracted from the actual travel value S i in the differential amplifier 32.
  • the measuring mechanism 29 is an integrator, which is activated for a certain period of time by the sequence control AS in the start-up phase of each journey. Furthermore, the measured values determined by the measuring mechanism 29 serve as input variables for a function generator 30 whose output signal is led via the summing point 23 to the IA comparator 21 at the input of the IA controller 9.
  • Displacement control errors ⁇ S FS caused by stochastic disturbances pass through the displacement control multiplier 35 into the S controller 13 and thus into the proportional amplifier 13.1 and into the integrating amplifier 13.3 which can be activated by the switch 13.2. There remain the switching means for a quick restart after a stop.
  • the travel control error multiplier 35 between the comparator 19 and the S controller 13 is used for this purpose. It has a multiplication factor m, which can be controlled by the sequence control AS or by the tachometer generator 12 serving as a motion detector for restarting via the inputs 35.1 and 35.2 : from the sequence control AS to a value> 1 before the start of movement, from the tachometer generator 12 back to the value 1 at the start of the movement.
  • FIGs 3, 4 and 5 show diagrams that illustrate the nature and function of the control device according to the application. From this it can be seen that the guiding behavior of a route regulation is improved in three ways, namely: by fourfold forward correction of the cascade control KR (FIG. 3), by eliminating the path-control errors ⁇ S F (FIG. 4) caused by the fault, and by rapid restart after a stop (FIG. 5).
  • 3a contains the setpoint travel curves as they emerge from each other through integration and are used for the forward correction of the cascade control KR, namely: the setpoint jerk setpoint R S , the setpoint acceleration setpoint B S , the setpoint speed setpoint V S as well as the guided path setpoint S S.
  • FIGS. 3b and 3c show the actual driving curves corresponding to the aforementioned target driving curves for the armature current IA i , the speed V i and the travel control error ⁇ S F ; 3b in the case of the known forward correction by speed and acceleration, in FIG. 3c in the event that, according to the invention, the armature current controller 9 additionally corrects forward by the guided jerk setpoint R S and the actuator 7 by the guided speed setpoint V S are.
  • FIGS. 4a, 4b and 4c are based on interference influences, namely: a deterministic disturbance in the form of a load measurement error ⁇ LM and stochastic disturbances (not shown further).
  • the path control error ⁇ S F caused thereby comes into its own in FIG. 4a and oscillates weakly damped to approx. 60 path units at the target point.
  • the deterministic load measurement error ⁇ LM is compensated by a compensation signal K from the end of the first jerk phase R 1.
  • the displacement control error ⁇ S F is integrated into the error signal I during the first jerk phase as a start-up test and a corresponding compensation signal K is assigned to it in the function generator 30.
  • the compensation signal K consists of a ramp-shaped rise 33 and a constant part 34. This compensation significantly, if not completely, reduces the path control error ⁇ S F towards the target point.
  • the integrating amplifier 13.3 is also connected, which compensates for all remaining path control errors ⁇ S F , in particular the stochastic path control errors ⁇ S FS . As a result of both measures, namely compensation and compensation, the path control error ⁇ S F caused by the fault is completely eliminated at the target point.
  • a distance-actual travel curve that better follows the setpoint travel curve S s is denoted by S i2 .
  • the multiplication factor m is set in the path control error multiplier 35 at the time t 1 to a value> 1. This causes the armature current IA and thus the motor torque to rise more steeply, namely according to diagram 39, which is again assumed to be straightforward, so that after the static friction R H has been exceeded, movement occurs at time t2 and the floor is reached at time t3. Even with a restart, the actual path curve S i2 follows the path-target curve S s relatively well, with a delay of just t3-t1.
  • the function of the control device is to change the position of the cabin according to a distance-time function specified by the reference variable transmitter FG.
  • This temporal change in the travel setpoint S S must not result in any significant control deviations (position errors) compared to the travel actual value S i , even if the operating conditions such as the cabin load change from trip to trip.
  • this is first designed as a cascade control system KR according to method steps a and b and is coordinated with a standardized set of values W 1, W 2 .... W n of the elevator parameters P 1, P 2 .... P n .
  • the choice of the standardized set of values W1, W2 .... W n is arbitrary in itself, but it is advantageous to choose it so that it corresponds to the average operating conditions to be expected in normal elevator operation. These are therefore specified as follows: cabin load equal to 1/2 nominal load, load balancing by counterweight to 1/2 nominal load, full compensation for any imbalance and sliding friction.
  • An elevator operated in this way is based on standardized operating conditions as the controlled system for the cascade control KR and is therefore hereinafter referred to as the standard controlled system SR.
  • the regulation of this standard controlled system SR by a conventional cascade control KR would lead to displacement control errors ⁇ S F , which are essentially determined by the amplification of the displacement controller 13, by the reinforcements of the subordinate control loops and by the dynamic behavior of the controlled system would be.
  • Such control errors .DELTA.S F cannot be sufficiently reduced with the known controller types such as PI, PD and PID as well as by so-called disturbance variables in the configuration according to FIG. 2, because the inert and weakly damped mechanical system allows only very slow corrections in the position control loop.
  • the cascade control KR is optimized in terms of its guiding behavior on the standard controlled system SR by quadruple forward correction.
  • the scale factors, KV, KA, KR and KU which are calculated from the parameters of the standard controlled system SR, the aforementioned travel control errors ⁇ S F resulting from the change in the setpoint value S S over time can be largely reduced.
  • V S , B S and R S are dimensioned in such a way that the ideal setpoint for the subordinate control loop results from the product of the command variable times the scale factor.
  • V S , B S and R S can sufficiently reduce the control errors in the lower loops.
  • the jerk specification according to the invention is of particular importance. It brings improvements by reducing the delays caused by the inertia of the current control loop exactly at the moment when the reference variable transmitter FG requires instantaneous changes. As a result, the actuator 7 is enabled to actually implement the specified processes in cabin movements. This is illustrated below using the example of a direct current drive.
  • the armature voltage required for the desired speed can be directly specified for the lifting motor by means of V S and the scale factors KV and KU via the actuator 7 or via a subordinate voltage control circuit.
  • the output voltage of the actuator via the current regulator 9 is also influenced by means of R S and the scale factor KR. This can also be used analogously in the case of a subordinate voltage control loop.
  • the scale factors KR, KV and KU must be adjusted according to the field weakening.
  • the next step is therefore to use method steps 1c, 1d and 1e according to the invention to also eliminate these path-control errors .DELTA.S F that differ from trip to trip.
  • This is based on the knowledge that the essential control-related faults acting on an elevator system are deterministic in the sense that they can be quantified by a start-up test and remain constant for the duration of a journey. The remaining amounts Less significant disturbances are stochastic in the sense that they cannot be determined by a start-up test and can change randomly during the journey.
  • Travel control errors ⁇ S FD caused by deterministic disturbances are therefore predictable, so that a corresponding change in the cascade control KR can be freely programmed without feedback.
  • the four-way forward-corrected cascade control KR according to the invention is therefore also designed as a parameter-adaptive control system which is automatically adapted from trip to trip to the deterministic parameter value changes.
  • the deterministic travel control errors ⁇ S FD are now compensated according to the invention by a compensation signal K and the stochastic travel control errors ⁇ S FS are corrected by the integrating amplifier 13.3 in the travel controller 13. This interference suppression method is shown graphically in Figures 4a, 4b and 4c.
  • a load measurement error ⁇ LM of -20% nominal load is assumed as a deterministic disturbance, which results in a corresponding course of the displacement control error ⁇ S FD .
  • Fig. 4b shows the compensation of this deterministic load measurement error:
  • the path control error ⁇ S FD in the measuring mechanism 29 is integrated in time. This integral is designated I and is a measure of the assumed load measurement error ⁇ LM or in the general case for all deterministic disturbances present.
  • a gently rising compensation signal K with ramp-like rise 33 and constant part 34 is now formed and the IA controller 9 is brought to bear on the fact that the path control error ⁇ S FD occurring over the remaining travel distance is completely compensated.
  • the relationship between I and the amplitude of K can be derived mathematically or empirically and stored as a function in the function generator 30.
  • the remaining travel control error ⁇ S F at the end of the trip is small and essentially consists of stochastic travel control errors ⁇ S FS . 4c, these are completely corrected by switching on the integrating amplifier 13.3 in the S controller 13 until the end of the journey.
  • the device according to the invention ensures good guidance behavior even if the elevator has come to a standstill outside the target floor. This can occur if, despite optimization of the cascade control KR and also after elimination of the disruption-related displacement control errors ⁇ S FD and ⁇ S FS, a residual displacement control error ⁇ S FR remains, which brings the cabin to a stop shortly before or after a destination floor.
  • this means a change in the structure of the controlled system RS, which then only consists of the armature circuit of the lifting motor blocked by the static friction. In this case, an accelerated restart is required for good management behavior so that the cabin reaches its destination floor as soon as possible.
  • the difficulty here is that with the remaining small residual travel control error ⁇ S FR and the small one Adjustment speed of the S controller 13, the engine torque runs up only slowly according to the linearly assumed diagram 38, i.e. the movement only occurs at the time t4 after the static friction R H has been reached and thus the floor according to the actual travel curve S i1 only at the time t5, ie with great time delay t5-t1 is reached. What is needed is a faster restart with a shorter delay time.
  • the travel control error multiplier 35 with its controllable multiplication factor m is used for this purpose.
  • This is set to a value> 1 at restart, before the start of the movement, so that the run-up of the armature current and thus the motor torque is based on a larger path control error ⁇ S Fm and is even steeper, according to the linearly assumed diagram 39 Stiction R H already exceeded at time t2 and initiated the movement.
  • the movement detector 12 resets m to the value 1 at the start of the movement, so that the car moves into the floor with an engine torque M M > R G according to the actual driving curve S i2 and this with a modest time delay t3- t1 reached at the time t3.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Elevator Control (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
EP88115868A 1987-11-27 1988-09-27 Procédé et installation pour la régulation de position d'un entraînement de positionnement, en particulier pour des ascenseurs Expired - Lifetime EP0318660B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88115868T ATE74330T1 (de) 1987-11-27 1988-09-27 Verfahren und einrichtung zur wegregelung eines positionier-antriebes, insbesondere fuer aufzugsanlagen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH4647/87 1987-11-27
CH464787 1987-11-27

Publications (2)

Publication Number Publication Date
EP0318660A1 true EP0318660A1 (fr) 1989-06-07
EP0318660B1 EP0318660B1 (fr) 1992-04-01

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EP88115868A Expired - Lifetime EP0318660B1 (fr) 1987-11-27 1988-09-27 Procédé et installation pour la régulation de position d'un entraînement de positionnement, en particulier pour des ascenseurs

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Country Link
US (1) US4887695A (fr)
EP (1) EP0318660B1 (fr)
JP (1) JPH01167191A (fr)
AT (1) ATE74330T1 (fr)
CA (1) CA1307060C (fr)
DE (1) DE3869744D1 (fr)
ES (1) ES2031565T3 (fr)
FI (1) FI96674C (fr)
HK (1) HK52593A (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0477976A2 (fr) * 1990-09-28 1992-04-01 Otis Elevator Company Technique d'ajustage pour le système d'entraînement numérique d'un ascenseur
EP0477867A2 (fr) * 1990-09-28 1992-04-01 Otis Elevator Company Technique de commande de démarrage d'un ascenseur pour démarrage à coup et dépassement d'accélération reduits
EP3421400A1 (fr) * 2017-06-30 2019-01-02 Otis Elevator Company Systèmes de surveillance de la santé et procédés pour systèmes d'ascenseur

Families Citing this family (9)

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Publication number Priority date Publication date Assignee Title
US5821724A (en) * 1995-02-03 1998-10-13 Cms Gilbreth Packaging Systems Feedback limiter for closed loop motor controller
TW272336B (en) * 1995-03-28 1996-03-11 Mitsubishi Electric Corp Electric motor controlling device
MY118747A (en) * 1995-11-08 2005-01-31 Inventio Ag Method and device for increased safety in elevators
US5747755A (en) * 1995-12-22 1998-05-05 Otis Elevator Company Elevator position compensation system
JP4553535B2 (ja) * 2001-09-28 2010-09-29 三菱電機株式会社 エレベータ装置
US9909442B2 (en) 2015-07-02 2018-03-06 General Electric Company Method of controlling a position actuation system component for a gas turbine engine
EP3192760B1 (fr) * 2016-01-13 2022-03-02 KONE Corporation Procédé pour tester le fonctionnement d'un ascenseur et ascenseur
EP3381853B1 (fr) 2017-03-30 2020-10-21 Otis Elevator Company Systèmes et procédés de test de jeu inférieur d'ascenseur
CN108639889B (zh) * 2018-07-19 2019-07-26 广州瓦良格机器人科技有限公司 一种基于非侵入式传感器的电梯云监测系统

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US3442352A (en) * 1965-10-13 1969-05-06 Otis Elevator Co Elevator control system
FR2334610A1 (fr) * 1975-12-10 1977-07-08 Westinghouse Electric Corp Installations d'ascenseurs
DE3001778A1 (de) * 1980-01-18 1981-07-30 Siemens AG, 1000 Berlin und 8000 München Verfahren und einrichtung zur wegregelung eines positionsantriebes
FR2508194A1 (fr) * 1981-06-19 1982-12-24 Elevator Gmbh Appareil destine a l'interface entre les donnees de pesage et un systeme de commande d'ascenseur

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US4161235A (en) * 1978-05-19 1979-07-17 Westinghouse Electric Corp. Elevator system
US4470482A (en) * 1982-12-02 1984-09-11 Westinghouse Electric Corp. Speed pattern generator for an elevator car
JPS6015379A (ja) * 1983-07-04 1985-01-26 株式会社日立製作所 エレベーターの制御装置
US4751984A (en) * 1985-05-03 1988-06-21 Otis Elevator Company Dynamically generated adaptive elevator velocity profile
US4817761A (en) * 1987-04-28 1989-04-04 Mitsubishi Denki Kabushiki Kaisha Control apparatus for elevator

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Publication number Priority date Publication date Assignee Title
US3442352A (en) * 1965-10-13 1969-05-06 Otis Elevator Co Elevator control system
FR2334610A1 (fr) * 1975-12-10 1977-07-08 Westinghouse Electric Corp Installations d'ascenseurs
DE3001778A1 (de) * 1980-01-18 1981-07-30 Siemens AG, 1000 Berlin und 8000 München Verfahren und einrichtung zur wegregelung eines positionsantriebes
FR2508194A1 (fr) * 1981-06-19 1982-12-24 Elevator Gmbh Appareil destine a l'interface entre les donnees de pesage et un systeme de commande d'ascenseur

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Title
BROWN BOVERI REVIEW, Band 69, Nr. 4/5, April-Mai 1982, Seiten 122-132, Baden, CH; L. TERENS et al.: "The cycloconverter-fed synchronous motor" *

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0477976A2 (fr) * 1990-09-28 1992-04-01 Otis Elevator Company Technique d'ajustage pour le système d'entraînement numérique d'un ascenseur
EP0477867A2 (fr) * 1990-09-28 1992-04-01 Otis Elevator Company Technique de commande de démarrage d'un ascenseur pour démarrage à coup et dépassement d'accélération reduits
EP0477867A3 (en) * 1990-09-28 1992-09-02 Otis Elevator Company Elevator start control technique for reduced start jerk and acceleration overshoot
EP0477976B1 (fr) * 1990-09-28 1997-12-03 Otis Elevator Company Technique d'ajustage pour le système d'entraînement numérique d'un ascenseur
EP3421400A1 (fr) * 2017-06-30 2019-01-02 Otis Elevator Company Systèmes de surveillance de la santé et procédés pour systèmes d'ascenseur
CN109205420A (zh) * 2017-06-30 2019-01-15 奥的斯电梯公司 用于电梯系统的健康监测系统和方法

Also Published As

Publication number Publication date
ATE74330T1 (de) 1992-04-15
FI885420A (fi) 1989-05-28
HK52593A (en) 1993-06-04
JPH01167191A (ja) 1989-06-30
CA1307060C (fr) 1992-09-01
ES2031565T3 (es) 1992-12-16
EP0318660B1 (fr) 1992-04-01
DE3869744D1 (de) 1992-05-07
FI96674C (fi) 1996-08-12
US4887695A (en) 1989-12-19
FI885420A0 (fi) 1988-11-23
FI96674B (fi) 1996-04-30

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