EP2170653A1 - Procédé et dispositif de commande pour le déclenchement d'organes de protection des occupants - Google Patents

Procédé et dispositif de commande pour le déclenchement d'organes de protection des occupants

Info

Publication number
EP2170653A1
EP2170653A1 EP08761012A EP08761012A EP2170653A1 EP 2170653 A1 EP2170653 A1 EP 2170653A1 EP 08761012 A EP08761012 A EP 08761012A EP 08761012 A EP08761012 A EP 08761012A EP 2170653 A1 EP2170653 A1 EP 2170653A1
Authority
EP
European Patent Office
Prior art keywords
feature vector
confidence measure
classification
feature
features
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Withdrawn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
EP08761012A
Other languages
German (de)
English (en)
Inventor
Alfons Doerr
Marcus Hiemer
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2170653A1 publication Critical patent/EP2170653A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R2021/01122—Prevention of malfunction

Definitions

  • the invention relates to a method and a control device for controlling personal protection means for a vehicle according to the preamble of the independent claims.
  • a forward displacement is determined from a signal of an acceleration sensor, which is compared with at least one threshold, which is set in dependence on a speed reduction and a delay. Depending on the comparison, the
  • variable threshold for an integrated acceleration value is set as a function of the parameters characterizing the crash process. This can be very precisely on the crash course and thus on the crash type or crash severity.
  • the variable threshold is determined as a function of the acceleration, and the speed reduction is checked against this threshold.
  • the inventive method or control device for controlling personal protection means for a vehicle with the features of the independent claims have the advantage that now a confidence measure is determined in dependence on the classification of a feature vector and the driving takes place in dependence on the confidence measure.
  • the control of the personal protection means based on a secure basis and is also more reliable.
  • Various aspects of the control algorithm can be ensured by the confidence measure.
  • activation means the activation of personal protection devices, such as airbags, belt tensioners, roll bars, but also active personal protection devices such as brakes and vehicle dynamics control.
  • An accident sensor system is understood to mean all known accident sensors and combinations thereof that can be distributed in the vehicle or arranged in the control unit. These include acceleration, air pressure, structure-borne noise, driving dynamics and in particular environmental sensor systems. From the signal of this accident sensor features can be derived, for example from the acceleration signal by appropriate filtering, the acceleration signal itself, the structure-borne sound signal itself and by integration of the acceleration signal, for example, the speed and two-fold integration, for example, the forward displacement. Thus, four signals and further processing of the structure-borne sound signal further features can be derived from the acceleration signal. Thus, a feature vector can then be formed. A feature vector is thus understood as the generation of at least two features. At least one of the features is derived from the accident sensor signal. The second feature may, for example, also be the time, for example since when the activation algorithm is active.
  • Classification means that the feature vector is assigned with respect to its position to a class which is fixed apriori.
  • This class is defined by class boundaries, which can be thresholds, areas, or other higher-dimensional bounds. This depends on the dimension of the feature vector.
  • the respective class entails corresponding consequences, for example the activation of personal protection means and in particular when and which.
  • the location of the at least one feature vector is defined on a space spanned by the features and with respect to the zero point.
  • the class limits are determined apriori, for example on the basis of experimental and / or simulation data.
  • the confidence measure is a measure that defines the distance of the feature vector to the class boundary in a predefined manner. The larger the confidence measure, the safer the classification.
  • the signal from the crash sensor changes over time, depending on the course of the crash. This then leads to changing characteristics and thus to a changing position of the feature vector with respect to the class boundary.
  • a control device is understood to mean an assembly into which a sensor signal is received or which itself has a sensor which supplies the sensor signal and outputs the control signal for the personal protection means in dependence thereon.
  • the controller has a housing that houses the components of the controller. This housing may be made of plastic and / or metal, for example aluminum.
  • the interface can be designed in hardware and / or software. In a hardware training integrated circuits or discrete components or combinations thereof come into question. However, it is also possible to design this interface by software, for example on a processor.
  • the evaluation circuit is usually a microcontroller or another processor. However, it can also be an integrated circuit that can perform the specified evaluation procedures. It can be an Asic. It is possible to use more than one processor, or even discrete components or combinations of the mentioned forms.
  • the feature module may be part of the evaluation circuit, that is to say present a hardware-based form or as a software module.
  • the further classification of the feature vector is performed as a function of the confidence measure. Since the activation does not take place immediately when a feature vector is in a class which requires an activation of the personal protection means, but a plurality of temporally successive feature vectors must be in this class in order to justify the activation decision, the confidence factor is advantageously used for this purpose to make this classification efficient. In this way, advantageously, the running time of the algorithm can be saved, since, depending on the position of the feature vector with respect to the class boundary, it is concluded how secure the classification is. If the classification is particularly secure, then there is a high probability that subsequent classifications will also lead to this classification result. In other words, this means that it does not matter if the module is calculated or not - it always provides the same information.
  • the activation decision is only made if the class boundary has been exceeded for a given time. This punctual overruns, as they may occur, for example, in a hammer blow, do not lead to a control of personal protection. Therefore, over time, a feature vector must exceed a class boundary for a given period of time for it to be
  • Classification and, where appropriate, the subsequent activation is based on a secure basis.
  • the invention begins by defining a confidence measure which, when the class boundary is exceeded, leads to a saving of running time, since the classification of the feature vectors is no longer carried out for a certain time, but the classification considered as given for that time.
  • This is particularly advantageous in the case of high-speed crashes, since the algorithm runtime is critical there and the distance to the class boundary is high in the case of a high-speed crash, so that in the present case the running time of the algorithm can be saved.
  • the algorithm not only provides the information in which class the feature vector has been classified, but it continues to provide reliability; H. Confidence of this classification.
  • running time can be saved by the method according to the invention or the control unit according to the invention.
  • resources of the evaluation circuit such as a microcontroller and thus money can be saved.
  • the further classification is suspended as a function of the confidence level. Ie. if there is a high level of confidence, the
  • Classification is very secure and suspension of further classifying the feature vector can occur without loss of information.
  • the confidence measure is determined only when a given number of consecutive feature vectors become one similar comparison result with the at least one class boundary leads. Ie.
  • the classification must have existed for a given number of temporally successive feature vectors in order to determine the confidence measure at all. This makes it possible to carry out the confidence measure calculation only if the classification result has also stabilized. This gives the method or control device according to the invention a higher security.
  • the confidence measure is advantageously determined when at least one of the features has exceeded a predetermined threshold.
  • Feature may be, for example, the forward displacement.
  • the confidence measure may advantageously be determined by a Euclidean distance or a Mahalanobis distance that includes the covariance of the signals or by other distance features that contain statistical information about the underlying crash signal.
  • the Euclidean distance is familiar to any person skilled in the art, while the Mahalanobis distance, as stated above, also includes the covariance of the signals.
  • the Mahalanobis distance is a statistical measure of distance, which is used in particular for multivariate distributions, ie when the distribution function is composed of different "single distribution functions.”
  • S corresponds to the covariance matrix:
  • the covariance matrix is the unit matrix (this is exactly the case if the individual components of the random vector X are pairwise independent and each have variance 1)
  • the Mahalanobis distance equals the Euclidean distance, so the Mahalanobis distance can be used when information about the statistical distributions of the characteristics is available
  • the distance measure is the L p distance
  • an estimation module which likewise has the same hardware and / or software design as the other modules mentioned above, determines, depending on the confidence measure, how long the further classification is to be suspended.
  • empirical knowledge is included in order to determine how safe the classification is based on the distance, ie how large the distance, and how long the further classification can be suspended.
  • the direction in which the feature vector develops relative to the characteristic is also included. This moves perpendicular to
  • the confidence measure for example the Euclidean distance
  • the classification of the feature vector is carried out by different additional functions, which are assigned, for example, to different sensor signals.
  • the respective confidence measures are determined for these different feature vectors of the different sensor signals and then the respective additional function can be switched off depending on the confidence measure.
  • This is thus of great advantage, in particular in the case of a modularly constructed activation algorithm for personal protective equipment.
  • there is a computer program which executes all the steps of the method according to one of the method claims when it runs on a control device, as indicated above.
  • the computer program may be written in a high level language such as C, C ++, etc., and is then translated in machine-readable code.
  • FIG. 1 shows a block diagram of the control device according to the invention with connected components
  • FIG. 2 shows a software structure of the microcontroller
  • FIG. 3 is a flow chart
  • FIG. 4 is a signal flow diagram
  • FIG. 5 shows a feature diagram with two feature vectors
  • FIG. 6 shows a further signal flow diagram
  • FIG. 7 shows a further feature diagram
  • FIG. 8 shows a further feature diagram
  • FIG. 9 is a first timing diagram and FIG. 10 shows a second time diagram.
  • FIG. 5 shows a two-dimensional feature space spanned by the features M1 and M2.
  • two feature vectors x1 and x2 are marked, and also a classification limit 500 in the present case as a threshold value.
  • Area 501 which corresponds to a class, there is a control of the personal protection means, while in the area 502, which corresponds to another class, no activation of the personal protection means takes place. Instead of the control, it is also possible to output an AddOn value, which changes another characteristic or even loads another characteristic.
  • the drawing illustrates that the feature vector x1 can not lead to a high degree of confidence in its classification, since only a small change in both features can lead to a changed classification, while the vector x2 will lead to a much higher confidence measure due to its position since a slight change in the characteristics will not lead to a change in the classification. This illustrates the advantage of the invention.
  • FIG. 6 illustrates in a signal flow diagram the main steps which can be carried out in the method according to the invention.
  • step 600 the features are determined and then formed the feature vector. This is then the classification.
  • step 601 the confidence measure determination according to the invention takes place.
  • step 602 it is estimated how long the algorithm can be suspended.
  • step 603 a control module is executed which, depending on the result of the estimation, carries out the suspension of the algorithm with respect to the classification.
  • the feature calculation in method step 600 as well as the formation of the feature vector and the classification are carried out in the known manner, wherein, for example, as stated above, the speed signal dv is determined from the acceleration signal by simple integration, whereby integration here is pragmatic to be understood. This is then a vector from the acceleration as a first feature and the speed dv as a second Feature before. This vector is entered in the two-dimensional feature diagram and compared to the class boundary, which is then present as a threshold. This can then be used to determine whether or not the feature vector leads to a triggering.
  • FIG. 7 shows a two-dimensional feature diagram, wherein the feature M1 is, for example, the acceleration on the abscissa and the feature M2, for example the velocity on the ordinate.
  • the threshold 700 specified as the class limit.
  • the threshold 700 divides two classes 701 and 702 in the diagram. Class 701 are the trigger cases and the class
  • the non-trigger cases By 703 the temporal evolution of the feature vector is shown.
  • the vector x (k-2) is the oldest vector, then the vector x (k-1) the next younger and the current vector x (k) show the evolution of the feature vector with respect to the threshold value 700. All three are above that Threshold 700 and thus in class 701 and thus require an activation of the personal protective equipment.
  • it is determined that the confidence measure is only determined if the feature vector is above the threshold value 700 for a predetermined number of times. This number is present 3 and thus given in accordance with FIG. For the vector x (k), the confidence measure is determined. Out of this time outliers are excluded.
  • Figure 8 also illustrates threshold 800 in the feature diagram and classes 801 and 802 corresponding to classes 701 and 702.
  • the threshold is here divided into three areas, gl, g2 and g3.
  • the confidence measure is determined by means of the Euclidean distance R.
  • step 602 it is determined by means of an estimation module for how many real-time cycles a calculation in the classification can be made. Assuming that the signal M1 can change at most by ⁇ M1 in one cycle and the signal M2 at most by ⁇ M2, then the following inequality describes how many cycles Z can pass before theoretically the threshold line can be crossed again: ((Z - AM 1 ) 2 + (Z - AM 1 ) 2 )) - ⁇
  • the number Z determined in equation 2 must still be rounded downwards.
  • Z thus describes the time duration in real-time cycles, for which a calculation and an evaluation of the features M1 and M2 can be dispensed with.
  • the control module takes over the control of the algorithm processing. If it is assumed that the features M1 and M2 are calculated by the additional function ZF1 according to FIGS. 7 and 8, the following image according to FIG. 9 results for the runtime development at time k, which reduces the runtime by switching off the calculation of the additional function ZF1 for the next Represents Z realtime cycles Z-ts. This is shown in the upper diagram 90, while in the lower diagram 91 the total time is shown. By switching off the additional function ZFl the running time is recovered in the amount of T ⁇ Fl. This gained runtime can be used to add additional functionalities since the entire real-time algorithm runtime TQ ⁇ S is reduced by TZ FI. In runtime critical cases, the gained runtime can be the
  • the method according to the invention can be used for various functions.
  • a control algorithm for example, several additional functions can be evaluated simultaneously. This is understood pragmatically in the present case, ie. H. if there is only one computer, then a simultaneous evaluation, for example in the sense of a time slice model, is conceivable. For each of these additional functions, it is then calculated how long the call for this additional function can be suspended. The control module would then be to each of these additional functions.
  • the activity of the function ZF1 is represented in the diagram 100, ie if the value is above zero, then the additional function is carried out and if the value is equal to zero, then it is suspended.
  • the diagram 101 that for the function ZF2 is shown and in the diagram 102 for the overall algorithm, in which case the height of the amplitude represents the sum of the functions in each case.
  • the gained running time can in turn be used in the determination of other functionalities. If this is not possible, the runtime profit can be increased term critical cases are used to reduce the likelihood of a watchdog error. If a high confidence measure is determined, then the module X in which the confidence measure is determined can be switched off, because then a high residual time in the overall airbag system can be deduced. In runtime-critical situations, the watchdog hits exactly when the total system runtime more than 500 ⁇ s is more often in a row. The runtime savings by not calculating module X thus reduces the probability of a watchdog error because timeouts of the 500 ⁇ s limit become less likely.
  • FIG. 1 shows a block diagram of the control device according to the invention in the vehicle FZ with connected components.
  • the control unit SG receives from various accident sensor systems BSI (an acceleration sensor system), PPS (an air pressure sensor system), KS (a structure-borne sound sensor system) and U (an environmental sensor system) signals which are used to determine whether the personal protection devices PS are to be activated or not.
  • BSI an acceleration sensor system
  • PPS an air pressure sensor system
  • KS structure-borne sound sensor system
  • U an environmental sensor system
  • the acceleration sensor BS1 is, for example, as a side impact sensor and / or upfront sensor, d. H. on the vehicle front, outsourced by the control unit used to detect particularly early impact situations.
  • the acceleration sensor system BS1 is connected to the interface I F1, in the present case via unidirectional data transmission from the acceleration sensor system BS1 to the interface I F1.
  • the interface I Fl is presently provided as an integrated circuit and transmits the acceleration signals in a format suitable for the microcontroller ⁇ C in the control unit SG, for example via the so-called SPI (Serial Peripheral Interface) bus, so that the microcontroller .mu.C simplifies these signals Can handle fashion.
  • the air pressure sensor PPS is connected to the interface Ie IF2, the structure-borne sound sensor KS to the interface IF3 and the environment sensor U to the interface I F4.
  • the air pressure sensor PPS is intended for side impact detection.
  • a side impact sensor system can be used to check the plausibility of the air pressure signal, since the air pressure signal generally occurs earlier than that Acceleration signal.
  • the structure-borne noise sensor system is also arranged at a suitable point in the vehicle, which can also be itself in the control unit SG.
  • the structure-borne noise sensor system can also be used for plausibility checking, for example the air pressure sensor system, but also for crash severity or crash type detection.
  • the structure-borne sound sensor is usually also an acceleration sensor, in which the high-frequency components are evaluated.
  • the environment sensor system can be video, radar, lidar and / or ultrasound, above other known environmental sensor systems, which may include, for example, a capacitive sensor system.
  • a capacitive sensor system In the control unit SG itself is a
  • Acceleration sensor BS2 arranged, which can also be used for crash severity, or plausibility. This is connected directly to the microcontroller ⁇ C, for example to an analog or digital input. The interface is then located on the microcontroller ⁇ C as a software module.
  • the microcontroller ⁇ C is the evaluation circuit. It evaluates the sensor signals according to the algorithm, the sensor signals serving to form features from which vectors are formed. These feature vectors are then classified in the manner described above. For this purpose, the microcontroller ⁇ C loads, for example from an EEPROM or other memory, the necessary software elements with the data, such as where the class boundaries run, for example.
  • the class definition can also take place via so-called support vectors, which implicitly contain the information about the class boundary and which are also present in the memory. That is, in this case, the points of the actual dividing line need not be stored explicitly in the memory.
  • the activation decision is made. This is then communicated to the drive circuit FLIC, which is provided as an integrated circuit, but which can also consist of a plurality of integrated circuits or a combination of integrated circuits and discrete components.
  • the drive circuit FLIC which is provided as an integrated circuit, but which can also consist of a plurality of integrated circuits or a combination of integrated circuits and discrete components.
  • FLIC has, in particular, circuit breakers which are switched through as a function of the control signal of the microcontroller .mu.C in order to enable energization of the ignition elements or activation of the reversible actuator systems of the personal protection devices.
  • circuit breakers which are switched through as a function of the control signal of the microcontroller .mu.C in order to enable energization of the ignition elements or activation of the reversible actuator systems of the personal protection devices.
  • FIG. 2 shows the software modules that may be necessary for the invention on the microcontroller .mu.C. These include, for example, the software interface IF5, which serves for the connection of the signal of the acceleration sensor BS2.
  • the feature module M forms the features and the feature vector from the sensor signals. As stated above, various calculation rules can be used to form the features.
  • the feature vectors are then assigned to a class in the classification module KL and thus classified.
  • the confidence measure determination module KO determines the confidence measure for the individual feature vectors, if this confidence measure is already to be determined.
  • the estimation module SC estimates on the basis of the confidence factor how long the individual functions or classifications can be suspended. This suspension is then performed by the control module ST.
  • the module A ultimately transmits the drive signal to the drive circuit FLIC.
  • FIG. 3 explains the method according to the invention in a flow chart.
  • Method step 300 is performed by the interfaces IFl to 5 providing the signals of the accident sensors BSL, BS2, PPS, KS and O. From this, then, in the microcontroller with the feature module 301, the shaping of the feature vector from the features obtained from the signals is carried out. In method step 302, the classification is then performed by the
  • method step 303 the confidence measure determination takes place.
  • method step 304 it is checked whether the feature vectors have already been classified in a class often enough or not. If this is not the case, then the method step 302 is jumped back to re-classify the current feature vector. In the present case, it is easy to see that method step 304 can be exchanged for method step 303. However, if it has been determined in method step 304 that the confidence measure and the classification have been carried out often enough, then in method step 305 the check is made as to whether the activation should take place or not. If this is not the case, then the method step 300 is returned. jumped and signals from the accident sensors are provided again for further calculations. However, if the activation decision has been made, then the process jumps to method step 306 and the personal protective equipment is activated.
  • the scheduler can be controlled, which makes the deactivation of the module.
  • FIG. 4 shows that various functions are present in the algorithm, for example depending on the sensor technology which is to be formed.
  • FIG. 4 shows in the first line this for the structure-borne noise sensor system, in line 2 for the acceleration sensor system BS and in line 3 for the air pressure sensor system PPS.
  • the signal of the structure-borne sound sensor KS is used in block 400 for a feature formation, for example by the structure-borne sound signal is used and the integrated structure-borne sound signal. This is then in step 403 for a
  • step 405 the Konfi menzzgro is determined. This confidence measure is then further taken through the estimate engine for estimating how often the feature classification can be suspended. If, however, a greater certainty is to be made for the confidence measure the classification, then it is possible to jump back to block 400 in order to classify a current feature vector and to determine the confidence measure.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)
  • Testing And Monitoring For Control Systems (AREA)

Abstract

La présente invention concerne un procédé et un dispositif de commande pour le déclenchement d'organes de protection des occupants d'un véhicule. À cet effet, on détermine un vecteur de caractéristiques comportant au moins deux caractéristiques déduites d'au moins un signal délivré par les détecteurs d'accidents. Le vecteur de caractéristiques est classifié en fonction d'au moins une limite de classe et c'est sur la base de cette classification que sont déclenchés les organes de protection des occupants. On détermine un indice de confiance en fonction de la situation du vecteur de caractéristiques considéré en rapport avec la limite de classe considéré. Et c'est en fonction de cet indice de confiance que se produit le déclenchement de l'organe de protection des occupants.
EP08761012A 2007-06-29 2008-06-13 Procédé et dispositif de commande pour le déclenchement d'organes de protection des occupants Withdrawn EP2170653A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007030313A DE102007030313A1 (de) 2007-06-29 2007-06-29 Verfahren und Steuergerät zur Ansteuerung von Personenschutzmitteln
PCT/EP2008/057491 WO2009003827A1 (fr) 2007-06-29 2008-06-13 Procédé et dispositif de commande pour le déclenchement d'organes de protection des occupants

Publications (1)

Publication Number Publication Date
EP2170653A1 true EP2170653A1 (fr) 2010-04-07

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EP08761012A Withdrawn EP2170653A1 (fr) 2007-06-29 2008-06-13 Procédé et dispositif de commande pour le déclenchement d'organes de protection des occupants

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US (1) US20100168965A1 (fr)
EP (1) EP2170653A1 (fr)
CN (1) CN101687484A (fr)
DE (1) DE102007030313A1 (fr)
WO (1) WO2009003827A1 (fr)

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DE102009001902A1 (de) * 2009-03-26 2010-09-30 Robert Bosch Gmbh Verfahren und Steuergerät zur Ermittlung von Merkmalen zum Treffen einer Auslöseentscheidung eines Insassenschutzmittels eines Fahrzeugs
US8948954B1 (en) * 2012-03-15 2015-02-03 Google Inc. Modifying vehicle behavior based on confidence in lane estimation
US9063548B1 (en) 2012-12-19 2015-06-23 Google Inc. Use of previous detections for lane marker detection
US9081385B1 (en) 2012-12-21 2015-07-14 Google Inc. Lane boundary detection using images
DE102015212144B4 (de) 2015-06-30 2023-11-02 Robert Bosch Gmbh Verfahren und Vorrichtung zum Ansteuern einer Personenschutzeinrichtung für ein Fahrzeug
JP2019069720A (ja) * 2017-10-10 2019-05-09 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング 鞍乗り型車両用情報処理装置、及び、鞍乗り型車両用情報処理方法
US11560108B2 (en) 2020-03-19 2023-01-24 Zf Friedrichshafen Ag Vehicle safety system and method implementing weighted active-passive crash mode classification

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US6173224B1 (en) * 1998-07-17 2001-01-09 Ford Global Technologies, Inc. Occupant-restraint deployment method and system for automotive vehicle
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Publication number Publication date
DE102007030313A1 (de) 2009-01-02
US20100168965A1 (en) 2010-07-01
CN101687484A (zh) 2010-03-31
WO2009003827A1 (fr) 2009-01-08

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