EP1542877A1 - Procede pour la regulation ou la commande d'un chassis actif ou controlable - Google Patents
Procede pour la regulation ou la commande d'un chassis actif ou controlableInfo
- Publication number
- EP1542877A1 EP1542877A1 EP03748010A EP03748010A EP1542877A1 EP 1542877 A1 EP1542877 A1 EP 1542877A1 EP 03748010 A EP03748010 A EP 03748010A EP 03748010 A EP03748010 A EP 03748010A EP 1542877 A1 EP1542877 A1 EP 1542877A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- diagonal
- spring
- wheels
- plungers
- 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.)
- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/005—Suspension locking arrangements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/027—Mechanical springs regulated by fluid means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/10—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces not permanently interconnected, e.g. operative only on acceleration, only on deceleration or only at off-straight position of steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/30—Spring/Damper and/or actuator Units
- B60G2202/32—The spring being in series with the damper and/or actuator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/81—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit
- B60G2204/8102—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit diagonally arranged
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/25—Stroke; Height; Displacement
- B60G2400/252—Stroke; Height; Displacement vertical
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/01—Attitude or posture control
- B60G2800/012—Rolling condition
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/01—Attitude or posture control
- B60G2800/014—Pitch; Nose dive
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/21—Traction, slip, skid or slide control
- B60G2800/214—Traction, slip, skid or slide control by varying the load distribution
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/91—Suspension Control
- B60G2800/912—Attitude Control; levelling control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/91—Suspension Control
- B60G2800/915—Suspension load distribution
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/93—Skid or slide control [ASR]
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/95—Automatic Traction or Slip Control [ATC]
Definitions
- the invention relates to a method for regulating and / or controlling an active and / or controllable chassis in a motor vehicle according to the preamble of claim 1.
- chassis To improve the driving comfort of passenger and / or trucks, the design of a chassis is essential. This requires powerful suspension and / or damping systems as components of the chassis. In principle, a distinction is made between passive and active undercarriages when designing undercarriages.
- the suspension and / or damping systems tend to be designed as hard (sporty) or tend to be rather soft (comfortable) as suspension systems for the vehicle wheels, depending on the intended use of the vehicle. It is not possible to influence the suspension characteristics or the suspension and / or damping systems during operation with these systems.
- actuators are attached between a vehicle body and the vehicle wheels, by means of which forces can be applied between the vehicle body and the wheels during driving operation, depending on the driving state. This allows the chassis characteristics and thus the driving behavior of the entire chassis, in each case to the current operating status can be adjusted and influenced in terms of a control or regulation.
- a system for regulating and / or controlling a chassis wherein at least one actuator is attached as a suspension system between the vehicle body and at least one vehicle wheel.
- regulating and / or control means are provided, by means of which the actuator is acted upon depending on variables that represent and / or influence the driving state of the vehicle.
- the control and / or control means consist of at least two control and / or regulating blocks for controlling and / or regulating different properties of the vehicle which influence the driving state of the vehicle.
- the control and / or regulating means can be shown and hidden.
- a tension regulator arrangement for a motor vehicle which has a structure carried by four wheels, two wheels, which are diametrically opposite one another, form a pair of diagonal wheels.
- Such a tension regulator arrangement is designed in such a way that it has a simple structure and ensures rapid regulation.
- each wheel is assigned a pressure chamber in which there is a fluid pressure correlated with a wheel load acting on the wheel, with the associated pressure chambers being coupled to valve means in each diagonal wheel pair in such a way that the valve means in
- the present invention deals with the problem of specifying an improved method for regulating and / or controlling an active and / or controllable chassis in a motor vehicle.
- the invention is based on the general idea that in a controllable suspension system which has passive spring elements and hydraulic displacement units associated with the spring elements in series with plungers / displacers that can be adjusted by a control, and where a sensor system assigned to the control determines travel and plunger positions that Control torsion constellations of the suspension system determined.
- the dynamic wheel loads are reduced by the described entry and / or exit movements, as a result of which components such as e.g. Axle components and expansion hoses are protected.
- components such as e.g. Axle components and expansion hoses are protected.
- driving comfort is improved because reduced wheel load changes inevitably reduce unpleasant body accelerations.
- the invention also improves the robustness of the chassis.
- the wheel load differences are minimized in the case of the offset error of the travel sensor, i.e. physically set the correct spring travel (with regard to the wheel loads) and thus increases the robustness of the system.
- a particularly favorable embodiment of the invention is characterized in that the control system regulates a determined torsional constellation of the vehicle predominantly by an extension movement of the plungers on the rebound diagonal. In this way it can be achieved that the vehicle has more ground clearance overall, which proves to be advantageous particularly on uneven terrain. At the same time, this makes it possible to increase the off-road capability of otherwise otherwise off-road vehicles and the bracing of the
- a further advantageous embodiment of the invention is characterized in that the control system determines a determined Torsion constellation of the vehicle is largely regulated by a plunger retracting movement on the spring diagonal.
- the control system determines a determined Torsion constellation of the vehicle is largely regulated by a plunger retracting movement on the spring diagonal.
- FIG. 1 is a sketch of a chassis according to the invention on a twisted plane
- Fig. 2 is a detailed sketch of a suspension system.
- a vehicle 12 according to the invention has a vehicle body 1 carried by four vehicle wheels 8.
- the vehicle wheels 8 are arranged in a known manner with a controllable suspension system 3 on the vehicle body 1.
- the suspension system 3 can be extended along a load axis 10 (see FIG. 2) in the rebound direction 6 and retracted in the rebound direction 7.
- a distance between the vehicle wheel 8 and the vehicle body 1 is increased, whereas when the suspension system 3 moves in the rebound direction 7, the distance between the vehicle wheel 8 and the vehicle body 1 is reduced.
- a spring-in or rebound process is possible for each vehicle wheel 8 or suspension system 3, regardless of a respective position of the other vehicle wheels 8 or suspension systems 3. It can thereby be achieved that the vehicle wheels 8 maintain contact with the latter even on an uneven terrain 2, as shown in FIG. 1, and thus ensure improved traction.
- the controllable suspension system 3 has, according to FIG. 2, passive spring elements 9, the hydraulic displacement units associated with a vehicle wheel 8 and the vehicle body 1 and the spring elements 9 in series, with plungers / displacers 11 which can be adjusted by a control 13.
- the control 13 can influence the position of the plunger 11 and thus the position of the suspension system 3.
- the controller 13 can adjust the plunger 11 in the rebound direction 6 and the rebound direction 7 along the loading axis 10.
- the uneven terrain 2 is designed such that the vehicle wheels 8, which are respectively diagonally opposite one another, either in the rebound direction 6 or the rebound direction 7 move.
- the diagonally opposite one vehicle wheels 8, which move in the rebound direction 6, are connected by a rebound diagonal 4, whereas the other vehicle wheels 8, which move in the rebound direction 7, are connected by a rebound diagonal 5.
- the vehicle wheels 8 lying on the spring diagonal 4 have an average smaller distance from the vehicle body 1 than the vehicle wheels 8 lying on the spring diagonal 5.
- the controller 13 not shown in FIG. 1, regulates the retraction movements of the plungers 11 on the spring diagonal 5 and / or the extension movements on the spring diagonal 4, which means that even on uneven terrain 2, which is shown in FIG. 1 as a twisted roadway Traction improved and the tension of the vehicle body 1 reduced.
- the controller 13 regulates a determined torsional constellation of the vehicle 12 predominantly by an extension movement of the plungers 11 in the rebound direction 6 on the rebound diagonal 4. It is thereby achieved that the tension of the vehicle body 1 is reduced and the distance between the terrain 2 and the vehicle body 1 increases, which improves the off-road capability of the vehicle 12.
- the controller 13 regulates the determined torsion constellation of the vehicle 12 predominantly by a retracting movement of the plungers 11 along the compression direction 7 on the compression diagonal 5. This ensures that the distance between the Terrain 2 and the vehicle body 1 are reduced and thus the center of gravity of the vehicle 12 is reduced overall, which is particularly advantageous in the case of slight bumps and higher driving speed. In addition, the tension of the vehicle body 1 is also reduced here.
- the controller 13 regulates the determined torsion constellation of the vehicle 12 approximately in equal parts by the plunger 11 retracting movement on the spring diagonal 5 and the extension movement on the spring diagonal 4. This results in a combination of the advantages described above.
- the rebound diagonal 4 can also become the spring-in diagonal 5 and vice versa.
- the controller 13 determines a predefinable target plunger creation or target plunger movements / speeds to compensate for level, pitching and rolling movements of the vehicle 12 by comparison with the respectively existing actual values.
- the implementation of the method is based on a closed calculation of target plunging / speeds based on
- Level / pitch / roll errors and a boundary condition "level uneven" roadway shown The determination presupposes an at least approximately the same track width on a rear axle 13 and a front axle 14 of the vehicle 12 and a sign convention is directed such that the wheel-related plunger and spring travel in the direction of the rebound direction 6 are defined positively.
- target spring travel is calculated from individual control components.
- a relationship is provided for the difference between a target level and an actual level (a), a target pitch angle and an actual pitch angle (b) and a target roll angle and an actual roll angle (c).
- the last relationship (d) represents a boundary condition with regard to the uneven roadway 2.
- the definition of the target plunger paths results from:
- the relationship (h) establishes the connection to the first four relationships (ad) and determines the rolling moment distribution that arises.
- the target plunging results (PS) or resolved according to (PS-P) target plunger travel changes as a function of a control deviation , the Travel (F) and a wheel-related spring stiffness of the front axle 14 (Kl) and a wheel-related spring stiffness of the rear axle 13 (K2).
- the target plunger positions can be determined from the given actual spring travel and the actual plunger positions and thus the active and / or controllable undercarriage can be regulated.
- the occurring wheel load differences are minimized in the event that not all four wheel contact points are in one plane, which reduces tension in the vehicle.
- ASR interventions are delayed by an approximation of the wheel load, which means that the wheels always lift later when the road is uneven, thus improving traction. This is particularly advantageous since this function is feasible with the sensor technology previously installed in the vehicles. Due to the reduced wheel load differences, the emergency wheel is also assigned an appropriate wheel load in the event of a breakdown, thus achieving a more stable driving behavior. DaimlerChrysler AG
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
L'invention concerne un procédé servant à la régulation ou à la commande d'un châssis actif ou contrôlable pour un véhicule comprenant une superstructure de véhicule portée par quatre roues et un système de suspension ajustable, présentant des pistons plongeurs/déplaceurs réglables par une commande. Un système de capteurs affecté à la commande détermine des débattements et des positions de piston plongeur. La commande détermine des constellations de distorsion du système de suspension dans lesquelles les roues opposées le long d'une première diagonale (diagonale de compression) présentent en moyenne un écart plus faible à la superstructure du véhicule que les roues de l'autre diagonale (diagonale de détente), et compense de telles constellations de distorsion par des mouvements de rentrée des pistons plongeurs sur la diagonale de compression ou des mouvements de sortie des pistons plongeurs sur la diagonale de détente.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10244363 | 2002-09-24 | ||
DE10244363A DE10244363B4 (de) | 2002-09-24 | 2002-09-24 | Verfahren zur Regelung und/oder Steuerung eines aktiven und/oder steuerbaren Fahrwerks |
PCT/EP2003/010146 WO2004028837A1 (fr) | 2002-09-24 | 2003-09-12 | Procede pour la regulation ou la commande d'un chassis actif ou controlable |
Publications (1)
Publication Number | Publication Date |
---|---|
EP1542877A1 true EP1542877A1 (fr) | 2005-06-22 |
Family
ID=32009872
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03748010A Withdrawn EP1542877A1 (fr) | 2002-09-24 | 2003-09-12 | Procede pour la regulation ou la commande d'un chassis actif ou controlable |
Country Status (5)
Country | Link |
---|---|
US (1) | US20050189729A1 (fr) |
EP (1) | EP1542877A1 (fr) |
JP (1) | JP4076537B2 (fr) |
DE (1) | DE10244363B4 (fr) |
WO (1) | WO2004028837A1 (fr) |
Families Citing this family (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004056610A1 (de) * | 2004-11-24 | 2006-06-01 | Zf Friedrichshafen Ag | Verfahren zum Steuern und Regeln eines aktiven Fahrwerksystems |
JP4114679B2 (ja) * | 2005-05-24 | 2008-07-09 | トヨタ自動車株式会社 | 車両の減衰力制御装置 |
DE102012010864A1 (de) * | 2012-06-01 | 2013-07-04 | Audi Ag | Kraftfahrzeug mit einer Diebstahlsicherung |
JP5847696B2 (ja) * | 2012-12-21 | 2016-01-27 | 株式会社ショーワ | 自動二輪車の車高調整装置 |
DE102013001305B4 (de) * | 2013-01-26 | 2014-11-06 | Audi Ag | Kraftfahrzeug |
DE102014112445B4 (de) | 2014-08-29 | 2020-12-31 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Verfahren zur Niveauregulierung einer beweglichen Radaufhängung |
JP6260607B2 (ja) | 2015-11-27 | 2018-01-17 | トヨタ自動車株式会社 | サスペンションシステム |
US10661669B1 (en) | 2017-09-07 | 2020-05-26 | Apple Inc. | Charging station with passive alignment mechanism |
US10730359B2 (en) * | 2017-12-11 | 2020-08-04 | Cnh Industrial America Llc | Suspension control system providing suspension height corrections for an agricultural machine |
DE102018118062A1 (de) * | 2018-07-26 | 2020-01-30 | Fsp Fluid Systems Partners Holding Ag | Verfahren und System zur Lageregelung eines Fahrzeugs |
EP3882056B1 (fr) * | 2020-03-18 | 2023-10-25 | ZF CV Systems Europe BV | Procédé de commande d'une installation de suspension pneumatique d'un véhicule |
US11912089B1 (en) | 2023-08-01 | 2024-02-27 | Gravic, Inc. | Method and apparatus to dynamically increase tire traction in a vehicle by generating positive forces between a wheel and a body of the vehicle and then quickly removing such forces |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS61178212A (ja) * | 1985-02-04 | 1986-08-09 | Nippon Denso Co Ltd | 車高制御装置 |
EP0356464B1 (fr) * | 1988-01-20 | 1994-04-27 | Moog Inc. | Systeme de suspension de vehicules et son procede d'actionnement |
GB2227722B (en) * | 1989-02-03 | 1993-01-13 | Fuji Heavy Ind Ltd | Method of and apparatus for controlling height of a vehicle |
DE4042490C2 (de) * | 1989-02-03 | 1995-06-01 | Fuji Heavy Ind Ltd | Verfahren zur Steuerung der Höhe eines Fahrzeugs |
FR2647063B1 (fr) * | 1989-05-18 | 1992-11-06 | Peugeot | Dispositif de suspension semi-active et vehicule automobile equipe de ce dispositif |
DE4026790C1 (en) * | 1990-08-24 | 1991-10-24 | Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De | Computer controlled suspension system for motor vehicle - uses computer or hydraulic failure to automatically stiffen suspension to max. via shock absorber |
DE4303160A1 (de) * | 1993-02-04 | 1994-08-11 | Bosch Gmbh Robert | System zur Regelung und/oder Steuerung eines Kraftfahrzeugfahrwerks |
DE4414022C2 (de) * | 1994-04-22 | 1996-02-29 | Daimler Benz Ag | Aktives Federungssystem |
WO1998030405A1 (fr) * | 1997-01-10 | 1998-07-16 | Anatol Von Auer | Dispositif pour stabiliser un vehicule |
DE19700567A1 (de) * | 1997-01-10 | 1998-08-27 | Auer Anatol Von | Aktiv Vierrad Antieinfederung-Diagonalkarosseriestabilisation-Niveaudifferenzkorrekturregel System (AVAS) zur dynamischen Fahrzeugstabilitätserzeugung |
US6264212B1 (en) * | 1998-08-20 | 2001-07-24 | Technology Investments Limited | Vehicle suspension system |
DE19912898C1 (de) * | 1999-03-23 | 2000-11-23 | Daimler Chrysler Ag | Verspannungsregleranordnung für ein Fahrzeug |
-
2002
- 2002-09-24 DE DE10244363A patent/DE10244363B4/de not_active Expired - Fee Related
-
2003
- 2003-09-12 JP JP2004538890A patent/JP4076537B2/ja not_active Expired - Fee Related
- 2003-09-12 WO PCT/EP2003/010146 patent/WO2004028837A1/fr not_active Application Discontinuation
- 2003-09-12 EP EP03748010A patent/EP1542877A1/fr not_active Withdrawn
-
2005
- 2005-03-22 US US11/086,785 patent/US20050189729A1/en not_active Abandoned
Non-Patent Citations (1)
Title |
---|
See references of WO2004028837A1 * |
Also Published As
Publication number | Publication date |
---|---|
JP2006500272A (ja) | 2006-01-05 |
JP4076537B2 (ja) | 2008-04-16 |
US20050189729A1 (en) | 2005-09-01 |
WO2004028837A1 (fr) | 2004-04-08 |
DE10244363B4 (de) | 2007-03-29 |
DE10244363A1 (de) | 2004-04-15 |
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Legal Events
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