EP1466312A1 - Procede pour signaliser un souhait d'arret en un point d'arret a la demande - Google Patents

Procede pour signaliser un souhait d'arret en un point d'arret a la demande

Info

Publication number
EP1466312A1
EP1466312A1 EP02792577A EP02792577A EP1466312A1 EP 1466312 A1 EP1466312 A1 EP 1466312A1 EP 02792577 A EP02792577 A EP 02792577A EP 02792577 A EP02792577 A EP 02792577A EP 1466312 A1 EP1466312 A1 EP 1466312A1
Authority
EP
European Patent Office
Prior art keywords
stop
request
bus
central server
demand
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.)
Granted
Application number
EP02792577A
Other languages
German (de)
English (en)
Other versions
EP1466312B1 (fr
Inventor
Klaus Rapf
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.)
Individual
Original Assignee
Individual
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
Application filed by Individual filed Critical Individual
Priority to AT02792577T priority Critical patent/ATE319153T1/de
Publication of EP1466312A1 publication Critical patent/EP1466312A1/fr
Application granted granted Critical
Publication of EP1466312B1 publication Critical patent/EP1466312B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • G08G1/127—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams to a central station ; Indicators in a central station

Definitions

  • the invention relates to a signaling method, in particular for signaling the stop request at a request stop of a route of a transport company, preferably a bus Transportunte ⁇ iehmens, the demand stop is approached only in the case of a desired entry / exit of a passenger.
  • the stop request is transmitted to a central server and not to all eligible buses, the network load is minimized.
  • the server only searches for a suitable bus and only transmits the stop request.
  • the fact that the hold request is computationally detected in the central server, there is also the possibility of simple logging and subsequent evaluation of the holding requests. Furthermore, it allows the computer-controlled processing of holding requests to keep personnel costs low.
  • the transmission of the first and / or the second signal via a mobile radio protocol in particular via GSM or via GPRS, or UMTS takes place.
  • a mobile radio protocol in particular via GSM or via GPRS, or UMTS.
  • the use of existing area-wide mobile networks does not require any special infrastructure measures become.
  • the standard GPRS enables a permanent network connection between the demand stop, the central server and the bus.
  • the holding request is entered via an operating unit integrated in the demand stop.
  • the passenger does not need a separate device to connect to the central server.
  • the determination of the bus is done automatically by the central server.
  • the necessary personnel expenses can be reduced to virtually zero.
  • the automatic assignment by the server also reduces the time required for allocation compared to manual allocation.
  • the central server determines the bus from the position of the demand stop and the timetable data by checking which bus according to the schedule, the demand stop most likely to approach the desired holding time. This represents a particularly simple method for automatically assigning the buses to the holding requests.
  • the central server determines the bus from the position of the demand stop and the current coordinates of all or several buses by the coordinates of all buses are queried in particular via GPS, which can approach the demand stop according to the timetable and checking which bus the demand stop would most likely approach at the desired hold time.
  • the central server determines the bus from the position of the demand stop and the current coordinates of all or several buses by the coordinates of all buses are queried in particular via GPS, which can approach the demand stop according to the timetable and checking which bus the demand stop would most likely approach at the desired hold time.
  • the bus driver confirms receipt of the hold request and the confirmation is forwarded to the central server.
  • the communication with the bus driver can be logged in more detail.
  • certain actions to set. For example, in the absence of confirmation by a bus driver, the stop request can be forwarded from the central server to the next candidate bus driver.
  • the confirmation preferably with the expected arrival time of the bus or the remaining waiting time, forwarded to the operating unit and displayed there. In this way, the passenger can be informed whether, or at what time, the next bus will approach the request stop.
  • the invention relates to a demand stop for marking the holding positions of a transport company.
  • Known demand stops can not be used to transmit a stop request to a central office. This disadvantage is to be eliminated by the present invention.
  • this is achieved by providing a power supply, an operating unit for inputting a holding request and a transmitting module for transmitting the holding request to a central server.
  • a power supply for inputting a holding request
  • a transmitting module for transmitting the holding request to a central server.
  • the operating unit is queried by a computer provided in the demand station, which controls the transmission module.
  • the control by a computer results in a more flexible use of the demand stop.
  • new functions in the demand stops can be implemented by loading new software into the computer.
  • a receiver module and a display module preferably designed as a display module are provided. This makes it possible to inform the passenger information about the stop request, or additional information, for example about arrival times.
  • the power supply comprises a solar panel.
  • the demand stop can be operated independently of an external power supply.
  • the power supply comprises an accumulator and a charge controller for the accumulator. This allows storage of the energy for those periods of time in which lack of sunlight, the supply via the solar panel is insufficient.
  • the transmission module and / or the receiver module comprises a GSM modem and a GSM antenna. This makes it possible to fall back on existing infrastructure
  • According to another embodiment of the invention may be provided with the display module, in particular connected via the computer motion detector. This reduces the energy consumed by the display module.
  • the invention further relates to a data acquisition device, comprising a power supply, a measuring device, a transmission module for transmitting the measured data to a central server, wherein the measuring device is queried by a computer provided in the data acquisition device, which controls the transmission module.
  • a data acquisition device comprising a power supply, a measuring device, a transmission module for transmitting the measured data to a central server, wherein the measuring device is queried by a computer provided in the data acquisition device, which controls the transmission module.
  • Known data acquisition devices have the disadvantage that they can not be used independently of an external power supply.
  • the power supply comprises a solar energy unit, in particular a solar panel. This gives you a network-independent supply.
  • the power supply comprises an accumulator and a charge controller for the accumulator. This provides an energy storage for those days with insufficient sun radiation.
  • a receiver module and a display module are provided. This makes it possible to send data back to the data acquisition device and output it there.
  • the transmission module and / or the receiver module comprises a GSM modem and a GSM antenna. This can be used on existing network infrastructure.
  • the display module in particular connected via the computer motion detector. This allows to minimize the power consumption of the display module by supplying it only when a person is in the vicinity of the data acquisition device.
  • the invention relates to a transport system for a transport company, in particular bus transport companies, comprising at least one demand stop, which is approached only in the case of a desired entry / exit of a passenger, at least one central server and at least one signaling device in a vehicle or bus of the transport company ,
  • Known traffic systems are not suitable for the automatic transmission of a stop request to a bus.
  • the object of the invention is to eliminate this disadvantage.
  • the request station comprises an operating unit for inputting a holding request and a transmission module for transmitting the holding request to the central server, that the central server 4 via a communication module for data exchange with the request stop 1 and the signaling device has.
  • This allows holding requests to be transmitted automatically from the request stop to the central server and from there to the bus in question.
  • the signaling device is implemented by a Java programmable mobile phone.
  • the special functionality of the signaling device can be programmed via the platform-independent language Java. Using Java results in the best possible portability of the software code to other devices or mobile phones.
  • Fig. 1 is a schematic diagram of the signaling method according to the invention.
  • Fig. 2 is a flowchart of the software in the demand stop 1;
  • Fig. 3 is a flowchart of the software in the signaling device 19 of the bus;
  • FIG. 6 shows a demand stop 1 according to the invention in an overall view
  • FIG. 7 a shows the electronic components of the demand stop 1 according to the invention in FIG.
  • Fig. 7b is a view of the display 11 and the motion detector 16, and
  • Fig. 1 shows a route 5 with multiple stops 3 and a demand stop 1, which is accessible via a route section 6.
  • the request stop 1 should be approached by the bus 2 only if a passenger of the bus 2 wants to get off at this request stop 1 or if a passenger wants to get on the request stop 1 in the bus 2. In the first case, the passenger can tell the stop request directly to the bus driver.
  • the inventive method provides that the passenger transmits a first signal 7 to a central server 4 and that this central server 4 forwards the hold request to the bus 2, whereupon the bus driver anexcellent the request stop 1.
  • the proposed system is a line band operation with a well-defined sequence of stops 3, the demand stop 1 are approached only when needed.
  • the stop request can be transmitted by the passenger in different ways to the central server.
  • the transmission takes place via mobile radio.
  • the passenger can transmit the stop request to the central server 4, for example via SMS, stating the stop number corresponding to the request stop 1.
  • the passenger operates an operating unit 18, in particular a button 11 directly to the request stop 1 and the stop request from the request stop 1, for example via GPRS, is transmitted to the central server 4.
  • the information about the geographical location of the request stop 1, for example, via a unique stop number automatically transmitted to the central server 4.
  • the position of the demand stop 1 is preferably encoded via a unique stop number, which is assigned to each stop 3 or demand stop 1. It is essential that a clear identification of the request stop 1 is possible.
  • a conventional radio network or transmission via cable can be used to transmit the request to the central server 4.
  • the use of the GSM network offers the advantage of an already existing nationwide network.
  • the distribution of the load on several central server 4 is possible.
  • the central server 4 determines the bus 2, which can approach the request stop 1 most likely to the holding time.
  • the holding time is, for example, the time of delivery of the stop request, but it is also possible that the passenger delivers his stop request by SMS the day before or selects a certain later holding time.
  • the bus 2 in question is automatically determined by the central server 4. This is most easily done by automated comparison with the timetable data.
  • the central server 4 checks which bus 2 the demand stop 1 according to the timetable most likely to go to the desired holding time. Subsequently, the stop request from the central server 4 is forwarded to this bus 2, whereupon the bus driver starts the request stop 1.
  • the buses 2 sometimes do not travel exactly according to the timetable due to the flexible system of the demand stop 1, there is advantageously the possibility of a precise coordination with the actual position of the buses.
  • the current position data in each bus 2 are queried continuously via GPS and transmitted, for example by SMS or GPRS to the central server 4.
  • the selection of the closest to the request stop 1 bus 2 is then carried out by means of adjustment of the actual positions of the buses. 2
  • An essential feature of the presented solution is that the communication processes and the selection of the bus 2 can be handled without additional personnel expenses.
  • the bus driver can confirm the receipt. This confirmation is sent to the central server 4 and from there to Passenger forwarded, with additional information, such as the remaining waiting time can be transferred with.
  • FIG. 2 shows a flowchart of the passenger's interaction with the operating unit 18 of the demand stop 1.
  • configuration data is requested by the central server in steps 101 and 102 and transferred to the memory of the request stop 1.
  • the passenger Usually in 103 the passenger a short welcome text or a short information is offered. If the passenger presses the button 11 at 104, the information about the hold request at 105 is normally forwarded to the server and the server's response is waited at 106.
  • the passenger is notified of the expected time of arrival at 107, 108 or 109; or else it is indicated at 110 that no bus can approach the demand stop 1 on that day.
  • Point 109 is run if the earliest bus 2 can not arrive until after a considerable wait time, at which point the passenger must confirm at 111 that he really wishes to order that bus. This confirmation is forwarded at 112 to the central server. Otherwise, at 107 and 108, only the expected time of arrival is displayed because the bus has already been requested by the server. After an adjustable waiting time at 115, after which the bus has already reached the demand stop 1 in the normal case, the system returns to its original state 103.
  • the timetable of the corresponding bus line is stored in a computing unit 23 or in the memory of the demand stop 1.
  • the next candidate bus can be determined directly from the demand stop 1.
  • the next bus is displayed at 109 via the path a, or at 110 a message that no bus is driving on this day.
  • the passenger can again confirm via 111 that he wishes to order this bus, or cancel the order at 113, which information is communicated at 114 to the central server 4.
  • buttons 11 can be provided. Whether a correct button 11 has been operated by the passenger is queried in 116. Only if entered correctly will this be treated further.
  • special messages for example, at 117 the message about a low state of charge of the battery of the demand stop 1, can be transmitted to the central server 4.
  • Fig. 3 shows the sequence of interaction of the bus driver with the signaling device 40 in the bus 2.
  • This consists for example of a standard mobile phone with JAVA programming environment.
  • the thick arrows symbolize Abiauf intimide in which a data transfer between the signaling device 40 and the central server 4 takes place.
  • the bus driver is asked at 301 to log in to the system. If the login is successful, the main menu of the application appears at 302 after a short welcome message. From this main menu, the bus driver can, on the one hand, make certain settings by selecting a menu item at 303 or the current list of the on-demand stop 1 can be displayed at 304.
  • the driver As soon as a stop request for a specific request stop 1 in the central server 4 is received and the central server 4 has selected this bus 2, the driver is notified by an acoustic signal. The driver then requests the new holding requests from the central server 4. The or the new holding requests are processed in a loop, the driver can specify for each stop request at 307, 308 or 309, whether he can approach the relevant demand stop 1 or not, or with which delay. These answers of the bus driver are transmitted to the server 4. When all stop requests have been processed, the system returns to basic position 302.
  • passengers may be notified in bus 2 to the central server 4 at 310. If the bus driver has to approach a request stop 1 because a passenger wishes to leave the bus 2 there, this is communicated to the central server 4. This can be used to fine tune the timetable or to display at the request stop 1 that the next bus 2 will arrive shortly.
  • the bus driver can log out of the system via a menu item at 311.
  • FIG. 4 illustrates the architecture of the central server 4 and the connections between the central server 4, the bus 2 and the demand stop 1.
  • the communication takes place via a communication module 202, which for example via GPRS with the signaling device 40 in the bus 2 and the request stop Can exchange data.
  • text messages sent by the passenger are first directed to the communication module 202.
  • This communication module 202 communicates with the central server 4 via a defined protocol, for example XML, whereby the incoming and outgoing messages are translated at 203 into a format used by the server.
  • requests may also be entered in a different manner, for example via a web interface and a JAVA servlet 208, and forwarded to the central server 4.
  • Incoming requests are first checked for admissibility at 204 by matching with a user database 205 and stored in the list of existing requests.
  • This list of existing requests is referred to as marketplace 205.
  • the marketplace 205 is preferably with JMS (Java Messaging Service).
  • the architecture of the central server 4 is kept open and provides that multiple carriers or multiple providers through provider modules 207 can access this marketplace 205 and submit offers for individual requests, hn the simplest case of a single vendor, the vendor module 207 reads the request or the stop request from the marketplace 205 and determined by comparison with a timetable database 209 for the stop request at the request stop 1 candidate bus 2.
  • FIG. 5 outlines the communication sequence between the individual modules of the central server 4 and the bus 2.
  • the determination of the next bus 2 takes place in the central server 4 at the level of the provider module 207 at point 401.
  • all possible hold times are preferably individual buses 2 recorded at all demand stops 1.
  • the next bus 2 is determined by comparison with the desired hold time. If the time between the notification of the bus driver and the desired holding time is very short, it may be possible that the bus driver can no longer approach the station, since, for example, the corresponding motorway exit has already been passed. In these brief cases, it is necessary to ask the bus driver at point 402 whether he can still reach the request stop 1. If the planned arrival time, however, to accomplish safely, only a notification of the bus driver at 403 is necessary, whereupon he has to go to the request stop 1.
  • the demand stop 1, the central server 4 and the signaling device 40 in the bus 2 thus form a traffic system which is used for the signaling method according to the invention.
  • the demand stop 1 shown in FIG. 6 has an operating unit 18, which has a push-button 11 and a display module designed as a display 12.
  • the size and number of buttons 11 must be matched to the operating logic and the display size. If the options are written in different lines, then the probe diameter is preferably not much larger than a line height. Due to the good arrangement possibility small button 11 are used in Fig. 6, which can be mounted to the right of the display 12.
  • the buttons shown are made of metal and therefore protected against vandalism.
  • the push buttons have separately controllable LEDs for energy saving reasons.
  • the illustrated display 12 is a text display with LED backlight.
  • the adjustment of the contrast preferably takes place as a function of the outside temperature.
  • a separate circuit is used for the temperature-dependent contrast control.
  • the illumination duration of the display 12 is preferably kept as short as possible.
  • the demand stop 1 has a mounted on the mast 17 motion detector 16 which is connected to the display module or to the display 12 via the computing unit 23.
  • the motion detector detects people in the vicinity of the station. By the motion detector 16, the display is only activated on the display 12 when a passenger enters the area of the request stop 1.
  • a motion detector 16 is selected for outdoor installation with low basic consumption.
  • a photosensitive element is provided in the motion detector 16 to measure the ambient brightness and to decide whether the LCD display 12 must be lit or not. Due to the setting for post-operation, false triggering due to reflected sunlight is not relevant.
  • the electronic components are housed in Fig. 6 in a cabinet 10 which is closable by means of a lock 13.
  • the cabinet 10 serves to protect the electronics from the weather.
  • This cabinet 10 is mounted on a mast 17 on which a GSM antenna 15 is mounted. Furthermore, 17 power and signal lines are performed in the mast.
  • the communication unit 19 of the demand station 1 comprises a GSM modem 20 and a GSM antenna 15.
  • the antenna 15 is used to establish the radio connection between the communication unit 19 of the demand station 1 and a base station of the mobile service provider. Due to the possible local implementation of base stations, a simple rod antenna is preferably used.
  • the GSM antenna 15 is mounted in the upper part of the mast 17 in order to obtain a favorable radiation behavior and not expose the passenger to excessive radiation load.
  • the limits for radio frequency field exposure are set by the ICNIRP International Commission on Non-Ionizing Radiation Protection and adopted by the WHO and most governments.
  • the limit recommended by IC-NIRP is 5000 mW / m 2 for 1000 MHz. GSM900) and 9000 mW / m 2 for 1800 MHz.
  • a remote GSM antenna 15 is preferably used in about 3m height.
  • the demand stop 1 further has a likewise mounted on the mast 17 solar panel 14.
  • the solar panel 14 is part of the power supply of the BH 1 and allows the demand stop 1 to set up independently of an external power supply.
  • the solar panel 14 supplies a battery via a charge controller.
  • the solar panel 14 is mounted so that a clearance height of about 2.4m is ensured. During assembly, it is secured against rotation in such a way that optimal exposure / exposure can take place.
  • 14 amorphous modules are selected for the solar panel. Due to the slightly higher voltages of the amorphous modules, the charge controller has a higher voltage available.
  • a charge controller between solar panel 14 and accumulator is connected.
  • This charge controller ensures that the charge is made so that the battery is not damaged.
  • the charge controller controls the depth of discharge of the accumulator.
  • the accumulator is arranged between the charge controller and consumer energy storage, which allows bridging the night and periods of low sunlight. Depending on the form factor of the accumulator other housings are required. During gassing of the accumulator, the electronics are preferably arranged separately and the battery compartment is ventilated.
  • the modem 20 is connected via a laminated ribbon cable 22 with a miniature connector of the board 22 and further to the power supply and the computer 23.
  • the modem 20 or the communication unit is used for bidirectional transmission of information between the demand station 1 and the central server.
  • the display 12 in this case a Batron 42008 is shown, which is connected via a data line 28 and a separate cable for the power supply for the backlight with the board 22. Also shown is a cover 24 for shielding the computer 23.
  • FIG. 7b shows the display 12 from the front and the opened 12V infrared motion detector 16.
  • Fig. 8 shows the board 22 with mounted on-board computer 23, which has its own processor, a memory and the necessary I / O ports.
  • the board 22 is connected via the terminals 25 to the supply voltage.
  • the display 12 is connected on the one hand via a data line 28 and a separate cable 26 for the power supply for the backlight with the board 22.
  • the software for operating the demand station 1 can be played on the computer 23, wherein via a first jumper 33 can be determined whether the data in the volatile or the non-volatile memory of the computer 23 should be written.
  • buttons 11 are connected via the lines 31 to the board 22.
  • an NTC temperature sensor via the line 32 to the board 22 is connected.
  • a further jumper 34 is provided by which a so-called watchdog can be activated, which resets the board at regular intervals in the original state.
  • the computer 23 contains the logic for communication with the user via the buttons 11 and the display 12 and the communication based thereon with the central server 4 via the GSM modem 20.
  • the computer 23 can be used to capture a wide variety of measured values or data.
  • the computer 23 can be used to capture a wide variety of measured values or data.
  • only one motion detector 16 is connected, but different data, such as the different measurement results in a weather station, can be detected by the computer 23 and forwarded to a central server 4.
  • the computer preferably has further options such as code reloading during operation, an internal clock, JAVA support, publicly available libraries for the peripherals, low level classes for RS232, I / O ports, sensors and communication - tcp / ip PPP Point to Point Protocol).
  • this processor acts as a computer 23.
  • microprocessors ⁇ P's single board computers, such as the described JSTAMP or native Java processors can be used.
  • a ⁇ C or a GSM module with built-in 64kByte Flash RAM for user code and TCP / IP stack e.g. the ⁇ WEB GSM 10) can be used.
  • the presented demand stop 1 can also be used to record a wide variety of measured values or data and forward them to a central server 4.
  • the hitherto treated motion sensor, the temperature sensor and the probe 11 are different measuring device 18, which are queried by the computer 23. This data is forwarded to the central server 4, wherein the power supply by means of solar panel 14 allows to use the data acquisition device independently of external power supplies.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Time-Division Multiplex Systems (AREA)

Abstract

La présente invention concerne un procédé pour signaliser notamment un souhait d'arrêt en un point d'arrêt à la demande (1) sur un trajet d'une entreprise de transport, de préférence d'une entreprise de transport par bus. L'approche dudit point d'arrêt à la demande (1) n'est effectuée que si un passager souhaite monter/descendre. Selon ce procédé, le souhait d'arrêt est entré par l'intermédiaire d'une unité de commande, un premier signal (7) contenant le souhait d'arrêt et une information concernant l'identité du point d'arrêt à la demande (1) est produit, ce premier signal (7) est transmis à au moins un serveur central (4) par un module d'émission, le serveur central (4) détermine quel bus (2) peut atteindre le point d'arrêt à la demande (1) le plus vite possible au moment d'arrêt souhaité et transmet le souhait d'arrêt à ce bus (2) en envoyant un second signal (8) à ce bus (2), qui avertit le conducteur de bus par l'intermédiaire d'un dispositif de signalisation.
EP02792577A 2002-01-09 2002-12-19 Procede pour signaliser un souhait d'arret en un point d'arret a la demande Expired - Lifetime EP1466312B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT02792577T ATE319153T1 (de) 2002-01-09 2002-12-19 Verfahren zur signalisierung des haltewunsches an einer bedarfshaltestelle

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT282002 2002-01-09
AT282002 2002-01-09
PCT/AT2002/000359 WO2003058579A1 (fr) 2002-01-09 2002-12-19 Procede pour signaliser un souhait d'arret en un point d'arret a la demande

Publications (2)

Publication Number Publication Date
EP1466312A1 true EP1466312A1 (fr) 2004-10-13
EP1466312B1 EP1466312B1 (fr) 2006-03-01

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EP02792577A Expired - Lifetime EP1466312B1 (fr) 2002-01-09 2002-12-19 Procede pour signaliser un souhait d'arret en un point d'arret a la demande

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Country Link
US (1) US20050078014A1 (fr)
EP (1) EP1466312B1 (fr)
CN (1) CN1615498A (fr)
AT (1) ATE319153T1 (fr)
AU (1) AU2002358410A1 (fr)
CA (1) CA2472252A1 (fr)
DE (1) DE50205969D1 (fr)
EA (1) EA200400920A1 (fr)
WO (1) WO2003058579A1 (fr)

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DE50205969D1 (de) 2006-04-27
EP1466312B1 (fr) 2006-03-01
WO2003058579A1 (fr) 2003-07-17
ATE319153T1 (de) 2006-03-15
AU2002358410A1 (en) 2003-07-24
CA2472252A1 (fr) 2003-07-17
US20050078014A1 (en) 2005-04-14
EA200400920A1 (ru) 2004-12-30
CN1615498A (zh) 2005-05-11

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