EP0662898B1 - Installation de correction des erreurs de comptage des essieux dans les installations ferroviaires - Google Patents

Installation de correction des erreurs de comptage des essieux dans les installations ferroviaires Download PDF

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Publication number
EP0662898B1
EP0662898B1 EP93918984A EP93918984A EP0662898B1 EP 0662898 B1 EP0662898 B1 EP 0662898B1 EP 93918984 A EP93918984 A EP 93918984A EP 93918984 A EP93918984 A EP 93918984A EP 0662898 B1 EP0662898 B1 EP 0662898B1
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Prior art keywords
counting
point
points
computers
correction
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Expired - Lifetime
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EP93918984A
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German (de)
English (en)
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EP0662898A1 (fr
Inventor
Gottfried Hoffmann
Johann Polz
Gerhard Wilms
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Siemens AG
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Siemens AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/162—Devices for counting axles; Devices for counting vehicles characterised by the error correction

Definitions

  • the invention relates to a device according to claim 1.
  • a device for correcting axle counting errors in monorail systems is known from DE-OS 15 30 389.
  • the individual metering points act on associated memories, in which the counting results determined by the metering points are temporarily recorded. If the counting results of successive metering points match, the free message of the track section between them is derived in a known manner; as long as this match does not exist, the section concerned remains reported as occupied. If a train has now passed a sequence of track sections without train separation, but one of the metering points has counted too many or too few axes due to a fault, then the two sections adjacent to the disturbed metering point remain reported as occupied because their counting in and counting points have different counting results .
  • This known device for correcting axle counting errors does not take into account the possibility that, for. B. with a train separation, a train stop or a shunting movement just as many axes can remain in a section as too little or too many were counted by an adjacent point of delivery due to a fault.
  • the correction mechanism can then result in an incorrect vacant message for a section that is actually still occupied.
  • the probability of coincidence of counting errors and train separations or train stops, which can lead to an unwanted release of an actually occupied section is not to be considered as negligible, especially in the area of very low number of axles.
  • the known device can only be used for track sections without branches, because it is based on a clear rigid chaining of the counting results of neighboring metering points.
  • the effort for storing and comparing the count results is considerable due to the decentralized design of the processing logic.
  • This known device is also only suitable for use on continuous lines without branches.
  • DE-OS 17 80 469 suggests that for a counting point correction of a metering point not only the counting results of the two metering points directly adjacent to a disturbed metering point should be compared with one another, but that it may be useful to compare the axle count by three each Sections. In this way it should be achieved that counting errors at two directly successive counting points can also be corrected.
  • a device for track vacancy detection according to the preamble of claim 1 is known, in which computers are assigned to the individual sections of a track system in a signal box, which count the axis pulses emitted by associated axis sensors at the beginning and end of the relevant sections .
  • Each computer transmits the number of axles it has counted via data lines to the computers in the adjacent sections within the respective route.
  • the number of axles received by the computer of the section back in the direction of travel is passed along the route at least to the computer of the section following the destination of the route.
  • Required track vacancy detection criteria are obtained by the computers by comparing the stored counting results of two or more successive counting points, it being possible to correct any incorrect counting results that are present.
  • the object of the invention is to avoid the expense of computers for the management of the number of axles determined at the metering points of a railway system when the track sections are released and occupied and the effort for the route-oriented forwarding and linking of counting results for counting error correction.
  • the invention solves these problems by applying the characterizing features of claim 1.
  • the management of the counting results of a large number of metering points of a specific route area in a common computer permits the access to the counting results of different metering points required for the axle count correction at any time; there is no fixed route-wise linking of individual computers, but the common computer itself determines which counting results it has to link.
  • claim 3 allow the method according to the invention to be used also and especially for routes with branching tracks and to specifically access the counting results of those counting points that were passed by the train concerned in order to correct a counting result.
  • the metering point correction is to be brought about by taking into account the counting results of very specific neighboring metering points which result from a correction equation applicable to the metering point in question.
  • These correction equations apply to a certain type of track element; the numerical values of the counting results to be taken into account result from the topography of the metering point to be corrected.
  • the method features of claim 3 provide for this purpose to access the counting results of metering points in the adjacent route areas.
  • the computers should store the number of axles at least until the axles move out of the respective route area and thus provide them for a maximum correction time.
  • each strand of each track element to be assigned a separate metering point with its own meter reading
  • the metering points with their own meter reading can also be used together for adjacent track elements. Only by providing these counter readings on all lines pointing to a neighboring route element is it possible to correct a counting error even in the area of branching switch lines and in the area of crossings.
  • the counting results of counting points are to be used, which are preferably assigned to the entry and exit sections of the vehicle / vehicle association in or out of the route area, because this is the correction which allows counting results for all metering points in the route area between them.
  • the computer should save the free reporting equations of each metering point traveled at least until the vehicle / vehicle association has passed the following metering point, so that from the equality of the metering equations assigned to these metering points, the equations taken by the vehicle / vehicle association Road closed and the related results can be merged.
  • the computer deletes the memories temporarily installed for the individual vehicles / vehicle associations at the earliest when the vehicle / vehicle association leaves the route area, with which these memories can then be assigned to subsequent vehicles / vehicle associations.
  • the correction of a counting result is to be carried out automatically or manually by an operator when the necessary conditions are met, according to the teaching of claim 11, and in any case each correction according to claim 12 should be recorded in a log.
  • Claim 13 characterizes the use of metering points with different treatment of the counting results and claim 14 shows how a permanent malfunction of a metering point can be advantageously determined.
  • FIG. 2 shows a route with a total of five metering points Z1 to Z5, which are each represented by two adjacent points. These points stand for any wheel detection devices for recognizing passing vehicle axles depending on the direction of travel.
  • the route is said to be traveled by a vehicle association FV, which is said to have completely passed the metering point Z3 at a first observation time t1.
  • This vehicle association is supposed to Have 20 axes, which should be correctly detected by the metering points Z1 and Z2; the number of axes is plotted below the individual metering points.
  • a vehicle group may have passed the route, a two-axle vehicle remaining in the section between the metering points Z1 and Z2 due to train separation; the metering point Z3 is said to have detected a number of axles that is too large by two axes due to a fault. It can be seen from the graphical illustration in FIG. 3 that the counting result of the metering point Z2 is corrected on the basis of the corresponding number of axes of the metering points Z1 and Z3, with the result that the sections between these metering points are registered, although the section between the metering points Z1 and Z2 is actually still occupied.
  • a two-axle vehicle is said to have remained between the metering points Z4 and Z5; the metering point Z3 may have counted two axes too few.
  • the matching counting results of the metering points Z3 and Z5 initially cause the correct counting result for the metering point Z4 in the direction of the lower number of axles to be corrected, with the result that the sections between these metering points are then released because the counting points Z3 to Z5 match, although the section between metering points Z4 and Z5 is actually still occupied.
  • Such erroneous free messages can be prevented if the number of axles for a disturbed metering point does not only include the number of axles of the directly adjacent metering points, but at least the number of axles of another metering point ahead in the direction of travel.
  • the invention it is provided to manage the counting results of a plurality of spatially adjacent metering points in a common computer and to enable this computer to select those from the number of axles stored by it that can be compared with one another if necessary. This determination is made while a train journey is taking place and not beforehand by chaining computers according to the route set in each case. Only as many axis numbers are compared with each other as required for the free notification of a section, i.e. if all switching devices involved in the counting process function properly, at least four counting results and only in the event of a fault at least four counting results.
  • Figure 5 shows a section of the route, which is formed from four switches W1 to W4. It is initially assumed that only the axes entering and leaving this route area are detected at the metering points Z6 Zll, Z8 and Z13. A total of three train journeys, each with 10, 20 or 8 axes, are said to have taken place; the train journeys are illustrated in the drawing by dash-dotted lines. The number of axles detected by the individual metering points is given in brackets next to the metering points. After completing the train journey, the metering points considered all have different meter readings. It is no longer easily recognizable whether the route between the metering points is free, whether it is occupied or whether a metering error has occurred anywhere.
  • the invention provides for assigning a counting point with its own counting result to each line pointing to a neighboring route element, the adjacent lines being adjacent Track elements can each be assigned a common point of delivery.
  • the assignment of the metering points to the individual neighboring route elements for the different types of route elements results from FIG. 1. There, a track section A, a switch W and an intersection K are shown with associated metering points every branching branch.
  • the conditions for the free notification of the relevant route element are listed in the form of a free reporting equation.
  • the number NA of the vehicle axles in section A is equal to the difference between the number of axles N14 and N15 detected by the limiting counting points Z14 and Z15 depending on the direction of travel.
  • the number NW of the axes traversing the turnout is defined by the difference between the z. B. on the point of delivery Z16 retracted vehicle axles N16 and on the branching branches and the counting points Z17 and Z18 axles N17 and N18.
  • intersection K with its four branching strands is delimited by four metering points Z19 to Z22.
  • the number of vehicle axles NK in the intersection area is equal to the difference between the z. B. via the metering points Z19 and Z21 retracted vehicle axles N19 and N21 and the metering points Z20 and Z22 extended vehicle axles N20 and N22.
  • Corresponding correction equations can be set up in the same way for all other metering points of a track system. If necessary, they will be used to correct the counting results.
  • the technical implementation of the free registration process is carried out with a computer, preferably a multi-computer system consisting of single or double computers, for signal-safe processing of the counting results in each case a large number of assigned metering points.
  • the arrangement is preferably made so that each individual computer the counting results of z. B. 20 metering points managed, the associated track sections adjoin each other according to track plan and belong to a common route area.
  • the metering points at the route area boundaries preferably form the metering points that are used for the additional check of the free status of the associated route area.
  • the computers store the number of axles transmitted to them by the individual metering points at least as long as they are for a later axle count correction are needed, so preferably until the vehicle axles extend from the associated route area.
  • the device for counting error correction therefore provides that the linking of the counting results in the individual computers is carried out by the advancing train itself, using the clearing equations valid for the individual counting points.
  • the associated computer determines which point of delivery it is and which route element type this point of delivery is assigned to. From the respective route element type, the computer knows the pattern of the associated clearing equations, which is now implemented taking into account the track topography with the information for the associated metering points and the counting results of the metering points, which are incorporated into the associated clearing equations. From the The computer recognizes the free reporting equations of the currently activated metering point, the other metering points that can be involved in the assignment of the track sections to which the activated metering point belongs. Among other things, he knows the free reporting equations for the point of delivery previously traveled.
  • the computer From the identity of the clearing equations for the point of delivery currently activated and the point of delivery previously activated, the computer recognizes when the train advances, the number of axles of which must be evaluated, and the assignment of the counting results of these two points of delivery to the same vehicle / vehicle group. In this way, it is possible for him to assign the incoming point of delivery sensor messages to specific vehicles / vehicle groups.
  • the invention provides that the computer of a certain route area temporarily installs a memory for each vehicle / vehicle group penetrating into it, in which the number of axles detected by the consecutive points of delivery in the respective route are loaded continuously with the advancement of the vehicle or vehicles.
  • the decision as to which of these memories the number of axles of a specific point of delivery is to be made by the computer in the manner explained above from knowledge of the respectively effective point of delivery and the free reporting equations of this point of delivery as well as knowledge of the free reporting equations of the point of delivery previously traveled by this vehicle / vehicle association .
  • the free reporting equations for the individual metering points must be stored in the respective computer memories at least until the link to the following metering point has been successfully achieved.
  • Figure 7 shows a schematic representation of the structure of the information in such a memory.
  • the computer reserves a memory area for any train A breaking into a route area, which is referred to below as a correction group.
  • the two free-reporting equations specified in FIG. 7 for the 5th byte are assigned to this metering point.
  • the computer checks the free reporting equations of the last activated metering points for all the correction groups installed by it and recognizes in the correction group of train A for metering point Zll a free reporting equation that corresponds to a free reporting equation of metering point Z12. From this the computer recognizes that the point of delivery Z12 has been traveled to the point of delivery Z11 in succession, that is to say the train has advanced to the point of delivery Z12 via the point of delivery Z11. He then adds up the counting pulses supplied from metering point Z12 to a counting result and stores this in the 5th byte of the correction group for train A. Corresponding processes are repeated when the train advances z. B.
  • the additional track vacancy detection can preferably again be brought about by the counting results NE and NA of the entry and exit counting points of the route area.
  • the correction of each counting result can either take place automatically when the train leaves the route area, or it can be carried out manually by an operator who then has to take responsibility for this operation. In any case, it is advantageous to record every correction process in a fault log at least according to the point of delivery and time for later examinations.
  • the device according to the invention is independent of the type of metering points used, both with regard to the actual sensors for wheel detection and with regard to the possible counting mechanisms for the wheel pulses.
  • the number of axles actually passed for the individual metering points can be added up depending on the direction of travel.
  • deleting the counting results is only permitted if it is certain that the individual counting results are no longer required for a possible correction of a subsequent point of delivery, i. H. the deletion of the count results would have to be made dependent on the clearing of a track element following in the route.
  • the use of the device for counting error correction according to the invention is also possible without restrictions and can be used with advantage even when traveling in the track changing mode.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Radar Systems Or Details Thereof (AREA)
  • Indication And Recording Devices For Special Purposes And Tariff Metering Devices (AREA)
  • Cash Registers Or Receiving Machines (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Claims (14)

  1. Dispositif de correction automatique d'erreurs de comptage d'essieux dans des installations ferroviaires, comportant des points de comptage qui sont disposés le long d'une section, qui servent à compter des roues de véhicule qui passent devant eux et dont les résultats de comptage servent à déclencher des messages d'état libre ou d'état occupé de tronçons de voie associés, délimités chacun par au moins deux points de comptage voisins, le résultat de comptage d'un point de comptage pouvant, en cas de comparaison positive des résultats de comparaison de points de comptage disposés de part et d'autre de ce point de comptage, être corrigé par les résultats de comptage des points de comptage voisins, dans la mesure où ce résultat diffère des résultats de comptage des points de comptage voisins et où leurs résultats de comptage coïncident avec le résultat de comptage d'au moins un point de comptage sélectionné, se trouvant en amont dans la direction de roulement, des ordinateurs étant prévus pour gérer les résultats de comptage détectés par les points de comptage, caractérisé en ce que chaque ordinateur gère les nombres d'essieux d'une multiplicité de points de comptage dont les tronçons de voie associés sont contigus selon le schéma de voies et font partie d'une section de parcours commune, en ce qu'il est mis en mémoire dans les ordinateurs, pour chaque tronçon de voie qu'ils surveillent, une équation d'annonce d'état libre qui décrit pour le tronçon de voie libre la relation numérique entre les nombres d'essieux arrivant et les nombre d'essieux sortant, et en ce que les ordinateurs, à des fins de correction de résultats de comptage d'un point de comptage, déterminent le point de comptage sélectionné ou les points de comptage sélectionnés en enchaînant ces équations en fonction de la topographie de la voie des tronçons associés et du parcours réel des véhicules et ont accès aux nombres d'essieux mémorisés pour le point de comptage sélectionné ou les points de comptage sélectionnés.
  2. Dispositif suivant la revendication 1, caractérisé en ce que les ordinateurs forment, pour chaque point de comptage qu'ils gèrent, à partir des deux équations d'annonce d'état libre dans lesquelles le résultat de comptage de ce point de comptage est intégré, en égalisant ces équations, une équation de correction qui est valable pour ce point de comptage et qui indique les résultats de comptage ou les sommes de résultats de comptage d'autres points de comptage qui sont à utiliser pour corriger le résultat de comptage concerné du point de comptage.
  3. Dispositif suivant la revendication 1, caractérisé en ce que les ordinateurs utilisent, pour corriger éventuellement le résultat de comptage du premier point de comptage et du dernier point de comptage de la section de parcours qu'ils surveillent, le résultat de comptage d'un point de comptage pouvant être atteint dans la section de parcours contiguë par l'intermédiaire de ce point de comptage.
  4. Dispositif suivant les revendications 1 à 3, caractérisé en ce que les ordinateurs mémorisent les nombres d'essieux que les points de comptage individuels leur transmettent au moins jusqu'à ce que ces essieux sortent de la section de parcours associée.
  5. Dispositif suivant la revendication 1, caractérisé en ce qu'il est associé un point de comptage ayant un résultat propre de comptage à chaque tronçon d'un élément de trajet indiquant un élément de trajet voisin.
  6. Dispositif suivant la revendication 1, caractérisé en ce qu'il est associé un point (Z7, Z9, Z10, Z12) de comptage commun aux tronçons contigus d'éléments de trajet voisins.
  7. Dispositif suivant l'une des revendications 1 à 6, caractérisé en ce que les ordinateurs associent provisoirement une mémoire à chacun des véhicules/groupes de véhicules rentrant dans la section de parcours qu'ils surveillent et y mémorisent les nombres d'essieux détectés, lors de l'avance du véhicule ou des véhicules, par les points de comptage parcourus successivement dans l'itinéraire, la décision concernant la mémoire à laquelle le nombre d'essieux d'un point de comptage concret est à envoyer étant prise par l'ordinateur à partir de la connaissance du point (Z12) de comptage actif et de la connaissance des équations d'annonce d'état libre de ce point (Z12) de comptage ainsi que du point de comptage parcouru précédemment par ce véhicule/train.
  8. Dispositif suivant la revendication 7, caractérisé en ce que, parmi les nombres d'essieux mis en mémoire dans les mémoires suivant le trajet, il est utilisé, pour le contrôle/la surveillance supplémentaire de l'état libre de tronçons annoncés comme étant occupés en raison d'un dérèglement, de préférence les nombres d'essieux des points de comptage associés aux tronçons d'arrivée et de sortie de la section de parcours concernée.
  9. Dispositif suivant la revendication 7, caractérisé en ce que les équations d'annonce d'état libre valables pour chaque type de tronçon de voie sont mémorisées dans les ordinateurs et en ce que chaque ordinateur, en vue de combiner suivant le trajet les nombres d'essieux qui lui sont transmis par les points de comptage, détermine les équations d'annonce d'état libre des points de comptage individuels et les mémorise pour cet élément de trajet au moins jusqu'au moment où le point de comptage qui suit dans l'itinéraire devient actif.
  10. Dispositif suivant l'une des revendications 7, 8 ou 9, caractérisé en ce que les ordinateurs effacent à nouveau, lorsque le train associé évacue complètement la section de parcours qu'ils surveillent, une mémoire installée pour combiner suivant le trajet des résultats de comptage.
  11. Dispositif suivant l'une des revendications 1 à 10, caractérisé en ce que la correction d'un résultat de comptage s'effectue en utilisant l'équation de correction concernée, lorsque les résultats de comptage correspondants sont présents, automatiquement ou manuellement.
  12. Dispositif suivant la revendication 11, caractérisé en ce que chaque correction de résultat de comptage provoque un enregistrement correspondant au moins du point de comptage et de l'heure de cette opération.
  13. Dispositif suivant l'une des revendications 1 à 12, caractérisé en ce que les points de comptage somment en continu les événements de parcours détectés par leurs capteurs suivant le sens de roulement ou en ce que leurs résultats de comptage sont effacés lorsque le tronçon concerné et un élément de trajet qui suit dans le trajet sont annoncés comme étant libres.
  14. Dispositif suivant la revendication 12, caractérisé en ce que les ordinateurs mémorisent, pour un point de comptage dont le résultat de comptage est corrigé, une note correspondante et en ce que les ordinateurs, exécutent une réaction prescrite en cas de nécessité d'une correction à plusieurs reprises pour des passages de trains successifs.
EP93918984A 1992-10-01 1993-09-08 Installation de correction des erreurs de comptage des essieux dans les installations ferroviaires Expired - Lifetime EP0662898B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4233546 1992-10-01
DE4233546A DE4233546A1 (de) 1992-10-01 1992-10-01 Verfahren zum Korrigieren von Achszählfehlern in Eisenbahnalagen sowie Einrichtung zur Durchführung des Verfahrens
PCT/DE1993/000847 WO1994007730A1 (fr) 1992-10-01 1993-09-08 Procede de correction des erreurs de comptage des essieux dans les installations ferroviaires et installation pour la mise en ×uvre du procede

Publications (2)

Publication Number Publication Date
EP0662898A1 EP0662898A1 (fr) 1995-07-19
EP0662898B1 true EP0662898B1 (fr) 1997-03-19

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EP (1) EP0662898B1 (fr)
CN (1) CN1053150C (fr)
AT (1) ATE150398T1 (fr)
AU (1) AU666225B2 (fr)
DE (2) DE4233546A1 (fr)
DK (1) DK0662898T3 (fr)
ES (1) ES2102054T3 (fr)
FI (1) FI110082B (fr)
MX (1) MX9306121A (fr)
WO (1) WO1994007730A1 (fr)

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DE102005023726A1 (de) * 2005-05-23 2006-11-30 Frauscher Gmbh Verfahren und Vorrichtung zur Vermeidung von ungewollten Beeinflussungen von Doppelsensoren
DE102012217591A1 (de) * 2012-09-27 2014-03-27 Siemens Aktiengesellschaft Verfahren und Anordnung zum Überwachen eines durch zwei Achszähl-Sensoreinheiten begrenzten Streckenabschnitts
WO2022152352A2 (fr) 2021-01-13 2022-07-21 Pintsch Gmbh Procédé et système de surveillance de sections de voie

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DE4314559A1 (de) * 1993-05-04 1994-11-10 Sel Alcatel Ag Verfahren zur Gleisfreimeldung mittels Achszählung mit automatischer Zählfehlerkorrektur
DE4421327C2 (de) * 1993-07-21 2002-11-14 Tiefenbach Gmbh Warnanlage
DE19515345A1 (de) * 1995-04-26 1996-10-31 Sel Alcatel Ag Verfahren zur Erhöhung der Verfügbarkeit von Mehrabschnitts-Achszähleinrichtungen
DE19515694A1 (de) * 1995-04-28 1996-10-31 Sel Alcatel Ag Verfahren zur automatischen Korrektur von Zählfehlern in Mehrabschnitts-Achszählanlagen
DE10029124C2 (de) * 2000-06-14 2002-05-02 Siemens Ag Verfahren zur Gleisfrei-und besetztmeldung
JP3926244B2 (ja) 2002-09-26 2007-06-06 株式会社島津製作所 撮影装置
CN101039834A (zh) * 2004-10-12 2007-09-19 福豪舍尔有限公司 用于对轨道车辆的车轮进行容错定向计轴的方法和设备
IT1394803B1 (it) * 2009-07-14 2012-07-13 Sirti Spa Metodo e apparato per la determinazione dello stato di occupazione di un circuito di binario in una linea ferroviaria, tramite decodifica sequenziale
CN102582658B (zh) * 2012-01-19 2015-01-21 中国神华能源股份有限公司 轨道区段占用检测系统
CN102849087B (zh) * 2012-07-29 2015-04-22 合肥工大高科信息科技股份有限公司 矿井轨道运输道岔过车拒动控制装置及其控制方法
CN103085842B (zh) * 2013-01-23 2015-06-03 成都铁路通信设备有限责任公司 跨座式轻轨可动渡线轨道区段检测系统及检测方法
CN103738360A (zh) * 2013-12-25 2014-04-23 河南辉煌科技股份有限公司 一种实现坡道站间联系的方法
DE102015004068A1 (de) * 2015-03-30 2016-10-06 PINTSCH TIEFENBACH GmbH Verfahren und System zum Betrieb einer Gleisanlage
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JP7072653B2 (ja) * 2018-07-11 2022-05-20 株式会社日立製作所 列車制御装置および列車制御方法
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DE102005023726B4 (de) * 2005-05-23 2007-11-22 Frauscher Gmbh Verfahren und Vorrichtung zur Vermeidung von ungewollten Beeinflussungen von Doppelsensoren
DE102012217591A1 (de) * 2012-09-27 2014-03-27 Siemens Aktiengesellschaft Verfahren und Anordnung zum Überwachen eines durch zwei Achszähl-Sensoreinheiten begrenzten Streckenabschnitts
WO2022152352A2 (fr) 2021-01-13 2022-07-21 Pintsch Gmbh Procédé et système de surveillance de sections de voie

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FI110082B (fi) 2002-11-29
AU4943893A (en) 1994-04-26
DE4233546A1 (de) 1994-04-07
ATE150398T1 (de) 1997-04-15
ES2102054T3 (es) 1997-07-16
CN1053150C (zh) 2000-06-07
EP0662898A1 (fr) 1995-07-19
CN1086181A (zh) 1994-05-04
FI951543A0 (fi) 1995-03-31
WO1994007730A1 (fr) 1994-04-14
DE59305901D1 (de) 1997-04-24
DK0662898T3 (da) 1997-10-06
MX9306121A (es) 1994-06-30
FI951543A (fi) 1995-03-31
AU666225B2 (en) 1996-02-01

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