EP1560143A2 - Telemetriesystem für eine Fahrzeugflotte - Google Patents

Telemetriesystem für eine Fahrzeugflotte Download PDF

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Publication number
EP1560143A2
EP1560143A2 EP05075189A EP05075189A EP1560143A2 EP 1560143 A2 EP1560143 A2 EP 1560143A2 EP 05075189 A EP05075189 A EP 05075189A EP 05075189 A EP05075189 A EP 05075189A EP 1560143 A2 EP1560143 A2 EP 1560143A2
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EP
European Patent Office
Prior art keywords
sensor
vehicle
control system
remote control
vehicles
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Withdrawn
Application number
EP05075189A
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English (en)
French (fr)
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EP1560143A3 (de
Inventor
Luigi Cassi
Alessandro Ciancaglini
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Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP1560143A2 publication Critical patent/EP1560143A2/de
Publication of EP1560143A3 publication Critical patent/EP1560143A3/de
Withdrawn legal-status Critical Current

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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • G07C5/085—Registering performance data using electronic data carriers

Definitions

  • a remote control system for a set of resources based on a client/server architecture, wherein a fixed central unit, or remote server, on the office side receives data from a plurality of sensors positioned on each of the resources by means of a straightforward and intuitive interface, advantageously comprising a further interface with accounting software and the opportunity to link the control center to the Internet, thus making it accessible from anywhere.
  • the connection between the server and the resources can be advantageously achieved using GSM, GPRS or RF technology, with the opportunity to send text messages (SMS) to report any anomalies or manhandling alarms, to send data acquired up until that time when prompted to do so, and to disable the resource itself from the remote server by telephone, GPS or GPRS connection.
  • SMS text messages
  • the link between the server and the resources takes the form of web services with a straightforward interface on the user side, so that the resources can be controlled from any Internet access point.
  • Each resource includes the aforesaid sensors, which enable the acquisition of information, such as details on the operation of motors, batteries (if any), or electronic components, as well as enabling the working or operating hours of the resource to be counted, or compulsory servicing stoppages to be scheduled.
  • the remote control system according to the invention is advantageously powered with the resource's batteries and/or with an independent power supply.
  • the maximum mechanical inviolability of the system is preferably assured, and a control system with the keyboard and display can be included to monitor the functions of each resource in situ.
  • the telephone link is advantageously managed by means of phone cards, preferably based on a single caller card whereon, for instance, a plurality of data can be saved referring to a plurality of clients.
  • GSM network Further the data transmission by GSM network is restricted to a single resource.
  • a remote system derive from the fact that it improves the control of resources such as vehicle fleets, reducing the servicing costs, since servicing is done only as and when necessary and routine servicing tests can be scheduled, and the power to the vehicle can be disabled from the remote site.
  • the application of the system according to the invention is particularly advantageous because it enables the functions and usage of each vehicle to be monitored.
  • the data obtained by the system can advantageously be sent directly to the server of the company that owns the vehicles, either continuously or at scheduled intervals, e.g. once a day or once a week. From the management standpoint, other advantages lie in the opportunity to invoice the real usage of the car or to issue invoices routinely, e.g. once a month.
  • the invention relates to a system for the remote management of a vehicle fleet, advantageously of industrial vehicles such as forklift trucks, graders and diggers, without ruling out other types of machine, such as road transport vehicles, vehicles for courier transport services, or refrigerated trucks, or electric machines, such as machines for cleaning industrial environments or offices, for instance.
  • This vehicle fleet is advantageously composed of a plurality of the same type of vehicle, or of vehicles that serve the same purpose, or of a plurality of different vehicles, each of which is controlled by the same remote system by means of one or more sensors.
  • the control system according to the invention mainly comprises both hardware and software components. To be more precise, see Figure 1, it consists of a hardware system to install in a remote machine, or server, in which software is installed to manage needs, plus a control environment, preferably suitable for use via Internet.
  • the central unit is in the form of programmable components capable of managing the processing and storage of signals acquired by the sensors and of controlling outside peripheral units by implementing communication interfaces.
  • Examples of the communication interfaces that can be used according to the present invention are Bluetooth, Canbus, i2c, spi, rs232, rs485 and Irda.
  • the central unit is capable of communicating with a data acquisition board designed to implement the remote link, while the monitoring system is advantageously powered by a battery, or by a power supply unit that is separate from the machine, should the battery fail. Every vehicle or machine is preferably enabled by an electronic key and interfaced via a data acquisition board with the central unit, which controls its usage.
  • the purpose of the hardware for the monitoring system, needed for the remote control of a vehicle, is to acquire and process signals, and to provide a communication interface with the outside world.
  • the signals are acquired by means of a plurality of sensors positioned on each vehicle or machine being monitored.
  • Figure 3 illustrates a generic system of sensors and corresponding signals for a vehicle being monitored by the control system according to the invention.
  • a vehicle has more than one electric motor and the power absorbed by each motor is advantageously monitored using a Hall-effect current sensor, whose signal is first filtered, and then conditioned and converted into a digital signal.
  • a brush wear detector on each of the motors, and each of these detectors is interfaced with the data acquisition board, advantageously converting the opening command into an electric signal.
  • the relevant signal is available, it is advantageously used to monitor the temperature on each of the motors. After amplification, such signals are also converted into digital signals.
  • the vehicle generally has power devices that drive the electric motors: the temperature of these power devices is advantageously monitored by a sensor for each device.
  • the signal from the sensor is filtered, then conditioned and converted into a digital signal.
  • the vehicle also has at least one battery, and the voltage from said battery is monitored by means of a part of the circuit on the data acquisition board, which filters, conditions and converts the signal.
  • the current delivered by the battery is advantageously monitored using a Hall-affect current sensor, the signal from which is first filtered, and then conditioned and converted into a digital signal.
  • the temperature of the data acquisition board is preferably measured by means of a sensor situated on the board itself.
  • Any circuit-breakers e.g. safety cut-outs, are advantageously monitored using a contact installed on a panel for accessing the wiring.
  • the contact is preferably interfaced with the data acquisition board, converting the opening command into an electric signal.
  • a humidity sensor situated in the vicinity of the battery is advantageously used to measure the humidity in the battery case.
  • the signal providing the relative humidity value is conditioned so that it can interface with an analog/digital converter.
  • the digital information is then transferred to the data acquisition board.
  • the temperature in the battery case is advantageously measured by means of a sensor that is also situated, like the humidity sensor, in the vicinity of the battery.
  • the signal indicating the temperature in the battery case is conditioned so that it can interface with an analog/digital converter.
  • the digital information is then transferred to the data acquisition board.
  • microswitches that reveal the presence of an operator in the vicinity of the vehicle, interfaced with the data acquisition board using the existing wiring and apparatus.
  • the opening command is also advantageously converted into an electric signal.
  • Any other acoustic signaling devices possibly provided on each of the vehicles to control, are monitored by measuring the power absorption at their terminals to recognize when they are functioning, for example.
  • the ambient temperature is preferably measured by means of a sensor situated on the outside of the vehicle.
  • the signal that provides the ambient temperature is conditioned so that it can interface with an analog/digital converter.
  • the wiring exploits the presence of wires already existing in the vehicle and, for wires terminating with connectors, the wiring is by means of an adapter; the signals are advantageously optoisolated, wherever possible.
  • Figure 4 describes the software architecture on the vehicle side, consisting in two parts, conceptually distinguishable as one part for communication purposes and one for local vehicle control.
  • the local control part is concerned with recording data on the vehicle, processing said data where necessary, keeping track of any events that occur and locally managing the vehicle concerned.
  • the software comprises functions whose purpose is to acquire data, execute commands and record events; see summary diagram in Figure 5.
  • the status of the vehicle can be recorded using the data acquisition functions, and this information can be saved.
  • the event tracking functions can be used to keep a record of what happens to the vehicle.
  • this part is concerned with managing the transmission and reception of data to and from the remote unit (at hardware level).
  • the part conceived for the purpose of communication with the remote system is concerned with the transmission of data to and from the vehicle.
  • the data output also has to do with measurements taken locally and with events happening to the vehicle.
  • the data input includes commands for the remote control of a vehicle.
  • SOAP protocol e.g. http://www.w3.org/.../part1/ and the like
  • the functions of a vehicle are advantageously made available to the remote system in the form of web services. Access to these functions can be made subject to the remote system satisfying an authentication request elicited by the vehicle. Access to a vehicle's functions can be linked to specific authorizations deriving from the authentication procedure.
  • the control system is advantageously composed of a specification framework for the link with the remote equipment, or server, achieved preferably using an application server, e.g. a J2EE compliant type, with a framework for managing and generating html pages using XML and XSLT.
  • the information relating to the resources available is contained in a database to which the environment is connected.
  • the technician can advantageously access remote resources and perform thereon the operations that said resources offer as web services.
  • the technician may also change, add or remove said resources.
  • the database contains tables relating to the users (i.e. to the person using the web application), the nodes (i.e. the geographical location that identifies a set of resources), the resources (i.e. the equipment that is controlled by interfacing it with the communication channel) and the allowable communication modes. Information is provided in the table of users on the various types of user; in fact, different authorizations can be granted to different users on the single resources, giving rise to different access levels.
  • an interface is presented that offers different communication channels which can be selected to enable the actual link.
  • Interaction with the peripheral units is obtained by selecting one or more of the possible components and "enabling" them with a click to view their characteristics on the screen.
  • Advantageously using an XSLT conversion the data obtained via the link (in XML format, for instance) are processed and then displayed on the screen.
  • the procedures for changing the characteristics of components are preferably simple HTTP POST transactions of form data obtained by the XML code, encapsulated in SOAP messages.
  • a remote control system can advantageously use for the communication e-mail messages or else short messages or SMS via GSM/GPS connection.
  • the protocol used is the same as the communication protocol described before, the only difference being essentially that, using SMS communication, transmission is probably and advantageously divided in several messages, because this communication has a limited numbers of characters available, while e-mail communication can transmit much more data.
  • the graphic interface is advantageously programmed e.g. in VISUAL BASIC or VISUAL C, so as to make it more customable and more elegant.
  • a first type of signal is the one that refers to the safety of the driver using the forklift.
  • a cover over the battery case (not aus) is controlled by a safety circuit-breaker situated in the vicinity of the driver's seat, normally wired underneath the cover on the battery case.
  • the not aus connector is protected by a plastic panel that is easily accessible to the truck driver, who could short-circuit the contact and condition its action.
  • the type of not aus signal this is a normal circuit-breaker
  • a microswitch is advantageously installed on the plastic panel to protect the not aus, underneath the cover on the battery case, that reveals whether the cover has been opened and thus signals that it may have been manhandled.
  • the check on the operation of the not aus is thus converted into a check on any tampering with the panel underneath the cover on the battery case.
  • a microswitch for revealing the presence of the driver on the forklift is situated inside the seat, but it can easily be tampered with because the connector is situated above the battery case, on the outside of any panel (said position prevents any attempt to install an anti-tamper device).
  • the type of signal to control (as in the case of the not aus) and the exposure of the connector consequently makes it impossible to check its operation or add an anti-tamper device. Since this signal is considered strictly linked to the normal use of the forklift, it is judged advisable to design a system for recognizing its proper use via software. For instance, the software may advantageously check to ensure that the driver's seat remains in the raised position for at least five minutes between one forklift ignition and the next.
  • a horn is enabled by a switch situated on the truck's platform.
  • the power absorption of the horn can be measured, but this can only be done if the switch is pressed; so a control is needed to report this information to the black box.
  • the presence of already-installed wires on the forklift makes the installation of said control system straightforward.
  • This control system can also be used to signal any malfunctions to the driver.
  • the wiring of these signals is advantageously non-invasive (all arriving at the forklift's main electronics), with the exception of the not aus anti-tamper microswitch and the extra wire used to check the horn switch.
  • a switch has to be adapted to the hatch and two wires have to be fed to the tank.
  • the signals considered critical as far as the risk of driver tampering is concerned are the buzzer, the seat and the not aus.
  • a second type of signal is the one for monitoring the battery.
  • the characteristics of the battery are checked to keep it in good working order, ensuring the signaling of any improper use.
  • the term improper use is intended here to mean the lack of ordinary maintenance (topping up the water in the battery elements, spillage of water in the battery case) and/or a faulty recharging procedure (partial recharges that give rise to a memory effect).
  • a humidity sensor can be used to check for this condition by detecting the evaporation of the liquid in the tank when the battery becomes warm.
  • the sensor can be installed on the cover over the battery case, where the anti-tamper switch is already installed.
  • Another cause of damage is when the battery is discharged completely.
  • the voltage of the single element is estimated (advantageously by measuring the voltage of the battery set) and this error condition is consequently reported.
  • the battery's voltage can be monitored where the forklift's main electronics are located.
  • Partially recharging the battery reduces its working life.
  • the presence of two or more batteries per forklift and the opportunity to swap them over makes it impossible to measure the recharging time directly, and anyway this may be scarcely significant because different battery-chargers have different currents (the quality of the charge depends on the charging time, the current delivered by the battery-charger and the capacity of the battery).
  • partial recharging influences the battery's discharging current-voltage characteristic. Measuring the latter enables to monitor any decline in performance: generally speaking, in fact, when a battery is only partially recharged, it reaches the nominal voltage but is unable to guarantee the necessary current delivery, so voltage rapidly runs down.
  • the quantities to measure are the voltage at the battery terminals and the current delivered, using a Hall effect sensor.
  • the best way to monitor the proper recharging of the battery (and consequently check for any partial recharging procedures) is to take action directly in the battery case (and thus remain with the batteries when they are being recharged).
  • the wiring needed for the acquisition of these signals is mainly inside the rear tank.
  • the temperature and humidity sensors are advantageously positioned underneath the cover on the battery case and can also be protected by the same anti-tamper device of the not aus.
  • a third type of signal controls the operation of the motor.
  • the maximum number of motors considered is four: two for traction, one for lifting and one for steering.
  • the motors are fitted with internal temperature sensors and a contact that alerts the user when wear on the brushes becomes excessive.
  • a fourth type of signal controls the forklift's general electronics.
  • the system has an internal temperature sensor installed in an inaccessible position. In order to display and memorize any overheating of the system, a temperature sensor needs to be installed on the outside. The temperature of the system and the quantity of power delivered to the motors provide information on the strain conditions, enabling an evaluation of whether any action needs to be taken. It is important to take into account the types of system and their position in the forklift in order to establish the position of the wiring.
  • a fifth type of signal controls the power supply to the forklift.
  • the power supply to the black box may be 24 V or a value ranging between 36 and 80 V.
  • a sixth type of signal controls the connections and wiring.
  • Information on the status of the forklift is sent to the rear tank on a SAB connector.
  • the connection is advantageously made with this connector so as to provide an identical SAB cable output.
  • the actuator buzzer, flashing light
  • the signals of interest coming from the solenoid valves board are interrupted by the black box so that they can be measured.
  • the sensors that are elsewhere require a different passage of the wiring for each model.
  • the Hall effect sensors are rings inside which one of the two power wires is passed.
  • a seventh type of signal controls the stoppage of the forklift truck. Stopping the forklift from the control center simply requires action to be taken on the starter key control, or on the identification card, by disabling it for instance.
  • the forklift advantageously does not stop immediately on receipt of a command to do so, but it is prevented from starting again.
  • An eighth type of signal controls the starting of the forklift.
  • the starter key's functions can be advantageously replaced by a card, which becomes the only part of the system visible on the outside and requires a suitable container.
  • a multimedia card, smart card or memory stick can be used to check the driver's identity: they all enable the driver to be recognized but they differ in terms of the quantity of information they can store.
  • shock sensors used in a manner entirely similar to those used in automotive parts, e.g. for airbags in motor vehicles.
  • the voltage thresholds at the battery terminals (during charging or discharging) and the time the battery remains disconnected from the forklift, which can be considered as the recharging time, are monitored.
  • the truck itself may have more than one battery pack, so that the customer may be without a power supply only for the time it takes to swap the battery.
  • the battery chargers available that have different battery charging times.
  • the black box monitors the discharging characteristic of the battery.
  • the battery preserves its characteristic (V,t), (I,t) and (V,I), which represent the battery's "vital” graphs.
  • V,t the battery's characteristic
  • V,t changes considerably, thus giving the software the opportunity to check for any partial charging, i.e. when a partial charge is performed, the battery fails to deliver the necessary current and quickly goes flat.
  • the system is designed on the hardware side to monitor all the signals, even if only one signal actually has to be monitored. With a minimal initial investment, this solution ensures that the system is already prepared for future expansions.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Operation Control Of Excavators (AREA)
EP05075189A 2004-01-28 2005-01-25 Telemetriesystem für eine Fahrzeugflotte Withdrawn EP1560143A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITFI20040021 2004-01-28
ITFI20040021 ITFI20040021A1 (it) 2004-01-28 2004-01-28 Sistema di telemetria per un parco veicoli

Publications (2)

Publication Number Publication Date
EP1560143A2 true EP1560143A2 (de) 2005-08-03
EP1560143A3 EP1560143A3 (de) 2007-06-20

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EP05075189A Withdrawn EP1560143A3 (de) 2004-01-28 2005-01-25 Telemetriesystem für eine Fahrzeugflotte

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EP (1) EP1560143A3 (de)
IT (1) ITFI20040021A1 (de)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1875792A1 (de) * 2006-07-03 2008-01-09 CLAAS Selbstfahrende Erntemaschinen GmbH Methode zur Datenkonfiguration und Bereitstellung insbesondere für landwirtschaftliche Arbeitsmaschinen
US20150197161A1 (en) * 2013-02-20 2015-07-16 Komatsu Ltd. Industrial vehicle, system for managing operation of industrial vehicle, and electric forklift
WO2016159915A1 (en) * 2015-03-31 2016-10-06 Still Arser İş Maki̇nalari̇ Servi̇s Ve Ti̇caret Anoni̇m Şi̇rketi̇ Forklift tracking system
US10611615B2 (en) 2016-07-14 2020-04-07 Toyota Material Handling Manufacturing Sweden Ab Floor conveyor
US10633232B2 (en) 2016-07-14 2020-04-28 Toyota Material Handling Manufacturing Sweden Ab Floor conveyor
US10710853B2 (en) 2016-07-14 2020-07-14 Toyota Material Handling Manufacturing Sweden Ab Floor conveyor
US11566675B2 (en) 2018-03-21 2023-01-31 Ab Dynamoborstfabriken Intelligent graphite device
IT202200018240A1 (it) 2022-09-07 2024-03-07 Autolinee Nole’ S R L Sistema informatico di tracciamento di risorse per manutenzione di mezzi di trasporto

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001059601A1 (en) * 2000-02-11 2001-08-16 Grounds Thomas L Device and method for transmitting vehicle position
DE10018942A1 (de) * 2000-04-17 2001-10-18 Cargocom Gmbh Verfahren zur telemetrischen Ermittlung der sich bei einem Lastkraftwagen ergebenden Gewichtsstrecke
DE10055287A1 (de) * 2000-11-08 2002-05-29 Mobiworx Datentechnik E K Verfahren und Vorrichtung zum Erfassen und Verarbeiten von Zustandsdaten, die an Bord eines Fahrzeuges aufgenommen sind
FR2819958A1 (fr) * 2001-01-19 2002-07-26 Renault Procede et systeme d'exploitation d'une flotte de vehicules
WO2002075667A1 (en) * 2001-03-19 2002-09-26 Micrologic Inc. A system for remote vehicle tracking
GB2375270A (en) * 2001-05-04 2002-11-06 Quartix Ltd Monitoring movement
EP1300809A1 (de) * 2001-09-17 2003-04-09 Koninklijke KPN N.V. System zur Vermittlung von Diensten für Fahrzeugen und Fahrzeugbenutzer in einem Verkehrsnetzwerk
US20030139179A1 (en) * 2002-01-23 2003-07-24 Axel Fuchs Integrated personal communications system and method
WO2003105434A1 (de) * 2002-06-10 2003-12-18 Robert Bosch Gmbh Verfahren und vorrichtung zum senden und/oder zum empfang von informationen in verbindung mit einem fahrzeug

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001059601A1 (en) * 2000-02-11 2001-08-16 Grounds Thomas L Device and method for transmitting vehicle position
DE10018942A1 (de) * 2000-04-17 2001-10-18 Cargocom Gmbh Verfahren zur telemetrischen Ermittlung der sich bei einem Lastkraftwagen ergebenden Gewichtsstrecke
DE10055287A1 (de) * 2000-11-08 2002-05-29 Mobiworx Datentechnik E K Verfahren und Vorrichtung zum Erfassen und Verarbeiten von Zustandsdaten, die an Bord eines Fahrzeuges aufgenommen sind
FR2819958A1 (fr) * 2001-01-19 2002-07-26 Renault Procede et systeme d'exploitation d'une flotte de vehicules
WO2002075667A1 (en) * 2001-03-19 2002-09-26 Micrologic Inc. A system for remote vehicle tracking
GB2375270A (en) * 2001-05-04 2002-11-06 Quartix Ltd Monitoring movement
EP1300809A1 (de) * 2001-09-17 2003-04-09 Koninklijke KPN N.V. System zur Vermittlung von Diensten für Fahrzeugen und Fahrzeugbenutzer in einem Verkehrsnetzwerk
US20030139179A1 (en) * 2002-01-23 2003-07-24 Axel Fuchs Integrated personal communications system and method
WO2003105434A1 (de) * 2002-06-10 2003-12-18 Robert Bosch Gmbh Verfahren und vorrichtung zum senden und/oder zum empfang von informationen in verbindung mit einem fahrzeug

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1875792A1 (de) * 2006-07-03 2008-01-09 CLAAS Selbstfahrende Erntemaschinen GmbH Methode zur Datenkonfiguration und Bereitstellung insbesondere für landwirtschaftliche Arbeitsmaschinen
US20150197161A1 (en) * 2013-02-20 2015-07-16 Komatsu Ltd. Industrial vehicle, system for managing operation of industrial vehicle, and electric forklift
US9457685B2 (en) * 2013-02-20 2016-10-04 Komatsu Ltd. Industrial vehicle, system for managing operation of industrial vehicle, and electric forklift
WO2016159915A1 (en) * 2015-03-31 2016-10-06 Still Arser İş Maki̇nalari̇ Servi̇s Ve Ti̇caret Anoni̇m Şi̇rketi̇ Forklift tracking system
US10611615B2 (en) 2016-07-14 2020-04-07 Toyota Material Handling Manufacturing Sweden Ab Floor conveyor
US10633232B2 (en) 2016-07-14 2020-04-28 Toyota Material Handling Manufacturing Sweden Ab Floor conveyor
US10710853B2 (en) 2016-07-14 2020-07-14 Toyota Material Handling Manufacturing Sweden Ab Floor conveyor
US11566675B2 (en) 2018-03-21 2023-01-31 Ab Dynamoborstfabriken Intelligent graphite device
IT202200018240A1 (it) 2022-09-07 2024-03-07 Autolinee Nole’ S R L Sistema informatico di tracciamento di risorse per manutenzione di mezzi di trasporto

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ITFI20040021A1 (it) 2004-04-28
EP1560143A3 (de) 2007-06-20

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