EP2296129B1 - Vorrichtung und Verfahren zur Landungsunterstützung mit Anweisungen zur Verbesserung der Sichtbarkeit der Aussenwelt - Google Patents

Vorrichtung und Verfahren zur Landungsunterstützung mit Anweisungen zur Verbesserung der Sichtbarkeit der Aussenwelt Download PDF

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EP2296129B1
EP2296129B1 EP10166828A EP10166828A EP2296129B1 EP 2296129 B1 EP2296129 B1 EP 2296129B1 EP 10166828 A EP10166828 A EP 10166828A EP 10166828 A EP10166828 A EP 10166828A EP 2296129 B1 EP2296129 B1 EP 2296129B1
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symbol
aircraft
altitude
images
landing assistance
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French (fr)
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EP2296129A1 (de
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Michel Soler
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Thales SA
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Thales SA
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/02—Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data
    • G08G5/025—Navigation or guidance aids

Definitions

  • the present invention relates to the field of devices for assisting landing, including devices for interactively indicating information that aids in the visibility of the outside world, in particular relating to the position of the runway and the altitude of the aircraft. the aircraft.
  • HUD Head Up Display
  • a system commonly used in some aircraft under the acronym HUD meaning in the aeronautical and Anglo-Saxon terminology “Head Up Display” can display flight information superimposed of the landscape seen through the windshield of the aircraft. cockpit. It facilitates certain critical phases of flight, including landings.
  • a sensor located in the nose of the aircraft can provide a video type image presented in the HUD.
  • This image is a particularly appreciated driving aid, especially during an approach phase. It improves landscape interpretations and the recognition of certain areas. It therefore constitutes a safety gain in landing phases for example.
  • the video image makes it possible to delay the point from which it is considered that visual flight is necessary in particular during a landing. This point is called “vision point” in the remainder of the description. From the piloting point of view, the pilot can decide later on a landing if the conditions allow it.
  • a sensor providing a video image of this type is known in aeronautics under the acronym of EVS, meaning in the English aeronautical terminology "Enhanced Vision System”.
  • EVS is an infrared, single-band or multi-band type camera with the ability to see “better” than the human eye in low light conditions, typically during night flights or bad weather, such as the presence of fog or smoke.
  • This sensor is generally located in the nose of the aircraft and has a field of vision positioned similarly to that of the HUD.
  • This EVS system is generally coupled to the HUD for certain applications, especially in the approach phase to improve the visibility in the field of vision. It thus makes it possible to obtain better operational minima, such as the minimum altitude at which a landing decision must be made or not.
  • An advantage of the image provided by the EVS is that it is of video type, that it covers the whole field of the HUD and that it is presented in overlay of the HUD symbology.
  • the gain provided by the contribution of this piercing vision is thwarted by the overload of the image provided over the real landscape.
  • the invention overcomes the aforementioned drawbacks.
  • the invention makes it possible to generate a symbology extracted from video images superimposed on the landscape seen through the cockpit.
  • the invention makes it possible to extract a symbology from a high quality video image used in particular during a reduced visibility in an approach trajectory.
  • the invention makes it possible to correlate the extracted information with a geographical database, for example a navigation database. The information represented by the symbols generated by the device of the invention is thus verified and displayed thus constituting a safety gain and a landing aid.
  • the invention makes it possible to change the representation of the symbology according to the chronology of the different phases of flight during an approach in order to inform the pilot.
  • a symbol extracted from an EVS-type video image is a landing-strip outline.
  • At least one first symbol comprising landing aid information is generated from the contours of the first form and displayed on the display, the first form is a trapezoidal and the first generated symbol is the outline of a track. landing.
  • the senor may be an infrared camera or a millimetric radar for capturing images in an environment where the visibility is degraded.
  • the device comprises means for validating and comparing the integrity of the data describing the first symbol with data of a geographic data resource.
  • the aircraft landing aid device comprises means for graphically modifying the displayed symbols.
  • the device comprises a radioaltimeter delivering the altitude of the aircraft continuously allowing the graphic modification means to change the appearance of the first displayed symbol according to the altitude of the aircraft.
  • the display shows the first superimposed symbol of a second landing strip symbol generated by the geographical data resource.
  • the device comprises a switch for automatically or manually selecting to display either the images delivered by the image generating means or to display the symbology extracted from the images delivered by the image generation means.
  • the figure 1 represents the different functional blocks of the device of the invention.
  • a component denoted CAPTURE, makes it possible to acquire the video images of a sensor placed generally at the level of the nose of the aircraft.
  • the sensor delivering the video images to the CAPTURE component may be a device such as the EVS.
  • the video images captured by the CAPTURE component are transmitted to a contour extractor, noted EXTRACTION, it may be a dedicated computer or a computer already present in the avionics system of an aircraft.
  • the EXTRACTION component makes it possible to dimension a field of view that is adequate for the extraction of elements that are suitable for landing. For this it is possible to define a field of vision comparable to that defined in the HUD for example or any device display says "head up".
  • the EXTRACTION component allows you to trim each captured outermost element in the field of view to extract the outlines. The shapes thus cut off are compared with known shapes and generated from the navigation database or from a geo-location data source such as a GPS or from another data source. not coming from the video image captured by the CAPTURE component and making it possible to identify a given element.
  • a component noted SYMBOL 1
  • SYMBOL 1 can be a dedicated computer or identical to the EXTRACTION computer or a computer already present in the avionics system of the aircraft, can generate a symbology.
  • Extraction of the outlines of images from the CAPTURE component can start automatically at a programmed altitude or be manually activated by the pilot.
  • contour extraction zones are defined on the basis of avionics information available on board the aircraft in equipment such as the FMS, which means in the aeronautical English terminology “Flight Management System” or an inertial unit such as an IRS, whose acronym stands for “Inertial Reference System”.
  • FMS flight Management System
  • IRS inertial unit
  • This information allows a calculation of relative positioning of the aircraft with respect to the target terrain and an estimate of the contour extraction zone to which the EXTRACTION component must proceed.
  • an external field determining element whose visual recognition by the pilot is required for landing is the landing runway.
  • the extraction of outlines is based on the search for a trapezoidal shape corresponding to the representation of a track viewed in 3D. Extraction of the shape can be performed with a possible standard track layout.
  • Two examples of known runway dimensions are 45mx3000m or 60mx4000m. Nevertheless, the invention applies to all forms of landing strips as soon as they are known.
  • the real time calculation performed by the EXTRACTION component takes into consideration the relative positioning of the aircraft with respect to the target.
  • the positions of the aircraft and the track are delivered by avionics system equipment, such as the GPS computer, the navigation database or the airport database or other location system or radio navigation.
  • the SYMBOL component 1 From the video image captured by the CAPTURE component, the SYMBOL component 1 generates a symbol of an airstrip, denoted PIST 1, a shape of which can be represented on the figure 3 .
  • PIST 1 a symbol of an airstrip
  • the invention makes it possible to generate a trapezoidal shape similar to that usually displayed by the HUD from the navigation database.
  • a HUD head-up display device such as the HUD or an equivalent.
  • An advantage of such a generated form is that it is easily identifiable by the pilot and can easily be compared to the track symbol generated by the navigation database, noted as TRACK 2, and displayed in the HUD.
  • TRACK 2 the navigation database
  • a simple way to compare them is to display them in the same repository, including an aircraft repository in the case of the HUD symbology, where the axis of the runway can be compared to the heading of the aircraft.
  • the TRACK 1 symbol can be compared to a track symbol generated from on-board data of terrain representations, such as the system known in aeronautics under the acronym TAWS or an airport database defining the coordinates of the runway and these dimensions.
  • terrain representations such as the system known in aeronautics under the acronym TAWS or an airport database defining the coordinates of the runway and these dimensions.
  • the TRACK 1 symbol may be compared to a track symbol generated from non-embedded data such as ground-board-accessed electronic map data, for example a link known as SATCOM name in aeronautical terminology.
  • a VALIDATION component makes it possible to compare the two symbols TRACK 1 and TRACK 2, in particular their similarity and their position in the same reference frame. Correlation calculations between the two symbols can be performed based on the track contours generated by the displayed symbology. In particular, the correlation can integrate the width of the track, the length of the track, the axis of the track. In one embodiment, the correlation calculations can advantageously be carried out in a geodetic reference frame of the various databases generating the PISTE 2 symbol or in another embodiment in a reference frame linked to the aircraft, for example that of the HUD.
  • the display criteria are determined from a given tolerance which may relate to the comparison of the two symbols and a tolerance of the dimensions on either side calculated.
  • the data determining the TRACK 1 symbol can be correlated with data from different radio navigation sensors.
  • the VALIDATION component can be a dedicated computer or identical to the SYMBOL 1 computer or a calculator already present in the avionics system of the aircraft.
  • the VALIDATION component makes it possible to check and validate the coherence of the data relating to the position of the track in the space and its relative position relative to the heading of the aircraft.
  • a MODIFICATION component makes it possible to perform the status changes of the TRACK symbol 1.
  • the symbol of the track whose primary objective is to represent the direction of the runway facing the heading of the aircraft and to compare it with the TRACK 2 symbol.
  • a second objective of the symbol TRACK 1 according to the invention is to be able to represent the different states of the approach phase, particularly in as regards the altitude of the aircraft and the crossing of certain critical points of the approach phase.
  • the MODIFICATION component is coupled with an altimeter radio, noted RA on the figure 1 .
  • a switch marked ON / OFF allows to activate or deactivate the video display on the HUD and / or the symbology extracted from the captured video images.
  • This display is made by component E of the figure 1 .
  • This component displays the symbology coming from different resources of the avionics system of the aircraft, generally these resources are sensors and calculators of radio navigation. For example, some of these data are aircraft positioning and attitude data from the GPS / IRS component, or data from the navigation database, denoted BD, such as the TRACK 2 symbol or data from the navigation database. component rated LS on the figure 1 .
  • the LS component may comprise avionic equipment such as an ILS receiver, meaning in the English aeronautical terminology “Instrument Landing System” or FLS meaning in the English aeronautical terminology “FMS Landing System” or a GLS meaning in the English aeronautical terminology “GPS Landing System” or MLS means in the terminology of aeronautics Anglo-Saxon “Microwave Landing System", said equipment providing information relating to the method of approach and landing.
  • avionic equipment such as an ILS receiver, meaning in the English aeronautical terminology “Instrument Landing System” or FLS meaning in the English aeronautical terminology “FMS Landing System” or a GLS meaning in the English aeronautical terminology “GPS Landing System” or MLS means in the terminology of aeronautics Anglo-Saxon "Microwave Landing System", said equipment providing information relating to the method of approach and landing.
  • the invention allows the generation and presentation of a new symbol displayed in the HUD that will allow the pilot to use images produced by the function of a sensor such as that of the EVS under the current procedures.
  • the invention makes it possible to change graphically throughout the approach the symbols generated by the component SYMBOL 1, such as the symbol TRACK 1.
  • the changes in graphical states of the symbols inform the pilot of the operational status of the aircraft and its situation in the approach path without any image overload. It also informs it of the altitude of the aircraft and the crossing of certain critical points in the approach path.
  • the graphical state changes of the symbols incorporate a notion of time during the approach phase of the aircraft.
  • certain critical altitudes are regulated in the pilot's decision making.
  • a remarkable altitude is defined especially from the moment when the EVS data must be displayed to continue the approach phase.
  • the track must be able to be seen by the pilot beyond the remarkable altitude defined. It is usually defined by regulation. This point allows the aircraft to descend at altitude and postpone the timing of a landing decision or not.
  • the invention thus has the advantage of being able to extract information from the images coming from the EVS device without overloading the rest of the field of view covered by the HUD, the field of vision comprising the real view seen through the windshield of the cockpit and the EVS device images displayed in overlay of the actual view.
  • An advantage of the invention is to allow switching between the symbology extracted from the video image of a device such as the EVS and the video images themselves from this device.
  • the driver has the choice of displaying from the ON / OFF component. This switching can be done manually and facilitates the identification of visual cues without information overload.
  • a practical use case can be initiated when the visibility is completely obstructed by one or more clouds, the ON / OFF switch is positioned to let the video images from the CAPTURE component. In this case the video images do not conflict with the representation of the outer landscape that is covered by clouds.
  • the switch can filter the video images from the CAPTURE component and display the symbology extracted from the video images from the MODIFICATION component.
  • An advantage of the representation of symbols, according to the invention, extracted from the image capture device such as the EVS and displayed on the HUD, is that in case of non-integrity of the data correlated by the component VALIDATION, the Display symbols extracted from the CAPTURE component can be automatically or manually suspended.
  • the presentation of the symbol generated from the SYMBOL component 1 according to the invention can be either displayed or calculated and not displayed.
  • Symbol representation generated by the SYMBOL 1 component may be similar to symbols already generated by other equipment, such as the airstrip.
  • the VALIDATION component checks the integrity of data from different devices with that of the CAPTURE component. This check allows the pilot to gain security in the information displayed in the HUD.
  • the symbols generated by the SYMBOL component 1 may be different from the symbology already present in the HUD or may include messages indicating good or bad operation.
  • the figure 2 represents different phases of an approach path of an aircraft preparing to land.
  • the aircraft in portion 20 of its flight plan is in cruise flight.
  • the symbology displayed in this phase corresponds to a HUD symbology including among others the display of a speed vector of the aircraft 10, the horizon line 29 and a cursor 28 corresponding to the course to be followed in the flight plan. .
  • a first point 21 intercepted or crossed by the aircraft makes it possible to define the portion of trajectory from which a display of the runway 9 is made and generated from radionavigation data or data from the navigation database.
  • the symbol of the track, noted previously TRACK 2 is displayed on the HUD in the same reference as the symbology representing the horizon line and the aircraft.
  • a second point 22 delimits the portion between the points 21 and 22 in which the aircraft and the pilot navigates from the conventional symbology displayed in the HUD.
  • Point 22 situated at a given altitude and situated on the flight plan of the aircraft.
  • Point 22 defines a boundary from which the EXTRACTION component begins to extract the outlines of images from the CAPTURE component.
  • the extraction can be controlled automatically from a given altitude for example from information from the radio altimeter or it can be manually engaged by the pilot.
  • the new symbol is a track 8 represented in superposition of the symbol 9 already present.
  • the graphic of the symbol 8 is a full track, it is the track symbol 1 described above.
  • the filling of the TRACK 1 symbol has the advantage of intuitively translating important information of the video images, namely the landing runway, and moreover it has the advantage of confirming in a simple way the process state of contour extraction.
  • the regulation allows an aircraft comprising an activated EVS-type device to descend below a given altitude corresponding to the altitude of point 23 to an altitude limit defined by the altitude of a point 26 of the figure 2 .
  • the viewing point 23 can be pushed back to a new vision point 26 since the EVS device allows better visibility.
  • the aircraft must release the throttle.
  • the decision to be able to descend beyond the point 23 and to steal a portion delimited by the points 23 and 26, is thus on the presence or absence of the symbol PIST 1 corresponding to the contour of the track of the images captured by the CAPTURE component. .
  • the symbol TRACK 1 can then be, in the portion 25, represented graphically in another way than in the previous portion the point 23.
  • the TRACK 1 symbol is a track 8 'contained in the TRACK 2 symbol when the aircraft flies the portion 25.
  • the superposition of the two tracks always indicates that the data are intact and the graphical state change of the TRACK symbol 1 indicates that the aircraft is in a critical phase corresponding to the portion 25 involving a decision of the pilot at point 26.
  • Guiding in the portion 25 is solely on the basis of the information provided by the EVS device or an equivalent device such as the CAPTURE component. This information complies with a regulation that defines remarkable altitudes.
  • the symbology extracted from the video images of the CAPTURE component provides continuity with the previous phase and is consistent with the procedures and symbology generally used for the approach phases.
  • the figure 3 represents different graphic states of the TRACK symbol 1.
  • the symbol 30 representing the TRACK symbol 1 is full and located inside the TRACK symbol 2.
  • This representation indicates that there is consistent data provided from different avionics systems and it allows to locate the aircraft in one of the portions of the approach path. In the example of the figure 2 this representation allows the pilot to visually interpret that the aircraft is between point 22 and point 23 and has not yet reached the critical altitude of point 23.
  • the TRACK 1 symbol is represented by a trapezoidal shape 8 'located inside the TRACK 2 symbol.
  • This representation makes it possible to ensure the coherence of the data supplied from different avionic systems and it makes it possible to locate the aircraft in a portions of the approach path. In the latter case the symbol 8 'makes it possible to make the pilot understand that the aircraft is between point 23 and point 26 in the portion 25.
  • An advantage of the invention is that it allows an intuitive reading of the information displayed.
  • the symbols extracted from the SYMBOL component 1 make it possible, in the event of poor visibility, to ensure the coherence of the information coming from different resources of the avionic system, in particular as regards the absolute position of the track, the relative position of the track relative to the track. aircraft and its axis.
  • Another advantage is that the invention makes it possible to adjust different representations of the symbol informing the pilot (s) of the phase in which the aircraft is located.
  • the invention makes it possible not to overload the landscape seen through the windshield of the cockpit by video images.
  • the extracted symbology gives useful information necessary to descend to a lower altitude while preserving the reading of the external landscape.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Traffic Control Systems (AREA)
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Claims (13)

  1. Landeunterstützungsvorrichtung für Flugzeuge, die Folgendes umfasst:
    ■ Mittel (CAPTURE) zum Erzeugen von Videobildern eines Teils des Sichtfelds, wobei die Vorrichtung einen Sensor umfasst, der sich am vorderen Ende des Flugzeugs befindet, um Bilder bei schlechten Sichtbedingungen aufzunehmen;
    ■ Mittel (EXTRACTION) zum Extrahieren von Konturen von Videobildern, die von den Bilderzeugungsmitteln zugeführt wurden, die es zulassen, wenigstens eine erste in jedem Bild enthaltene bekannte Form zu begrenzen;
    ■ ein erstes Display (E), "Head-up" genannt, dessen Anzeigezone einen Teil des Cockpit-Visiers mit der äußeren Landschaft überlagert einnimmt, Mittel zum Erzeugen eines Symbols (SYMBOL 1), das Informationen erzeugt, die von Symbolen repräsentiert werden, die beim Fliegen unterstützen sollen und auf dem Display angezeigt werden, dadurch gekennzeichnet, dass wenigstens ein erstes Symbol, das Landeunterstützungsinformationen umfasst, von Konturen der ersten Form erzeugt und auf dem Display angezeigt wird, und dadurch, dass die erste Form ein Trapezoid und das erste erzeugte Symbol die Kontur einer Landebahn (PISTE 1) ist.
  2. Landeunterstützungsvorrichtung für Flugzeuge nach Anspruch 1, dadurch gekennzeichnet, dass der Sensor eine Infrarotkamera ist, die die Aufnahme von Bildern in einer Umgebung mit schlechter Sicht zulässt.
  3. Landeunterstützungsvorrichtung für Flugzeuge nach Anspruch 1, dadurch gekennzeichnet, dass der Sensor ein Millimeterradar ist.
  4. Landeunterstützungsvorrichtung für Flugzeuge nach Anspruch 3, die ferner wenigstens eine geografische Datenressource umfasst, dadurch gekennzeichnet, dass sie Mittel zum Überprüfen und Vergleichen (VALIDATION) der Integrität der das erste Symbol beschreibenden Daten mit den Daten einer geografischen Datenressource umfasst.
  5. Landeunterstützungsvorrichtung für Flugzeuge nach Anspruch 4, dadurch gekennzeichnet, dass die geografische Datenressource eine Navigationsdatenbank ist.
  6. Landeunterstützungsvorrichtung für Flugzeuge nach Anspruch 4, dadurch gekennzeichnet, dass die geografische Datenressource ein Satz von Satellitenbildern ist.
  7. Landeunterstützungsvorrichtung für Flugzeuge nach Anspruch 4, dadurch gekennzeichnet, dass die geografische Datenressource ein Geländedatenbankrechner ist.
  8. Landeunterstützungsvorrichtung für Flugzeuge nach Anspruch 4, dadurch gekennzeichnet, dass die geografische Datenressource eine Flughafendatenbank ist, die die verschiedenen Elemente eines Flughafens beschreibt.
  9. Landeunterstützungsvorrichtung für Flugzeuge nach Anspruch 4, die Mittel zum geografischen Modifizieren (MODIFICATION) der angezeigten Symbole umfasst, dadurch gekennzeichnet, dass sie einen Funkhöhenmesser umfasst, der ständig die Höhe des Flugzeugs angibt, so dass das grafische Modifikationsmittel das Aussehen des ersten angezeigten Symbols in Abhängigkeit von der Höhe des Flugzeugs modifizieren kann.
  10. Landeunterstützungsvorrichtung für Flugzeuge nach einem der Ansprüche 4 bis 9, dadurch gekennzeichnet, dass das Display das erste Symbol auf einem von der geografischen Datenressource erzeugten zweiten Landebahnsymbol überlagert anzeigt.
  11. Landeunterstützungsvorrichtung für Flugzeuge nach einem der Ansprüche 4 bis 10, dadurch gekennzeichnet, dass das erste Symbol zwei grafische Zustände umfasst, von denen:
    ■ der erste Zustand ein volles Trapezoid ist, das das Innere des zweiten Symbols ausfüllt, wobei das Symbol zwischen einer ersten und einer zweiten gegebenen Höhe erscheint;
    ■ der zweite Zustand die Kontur einer trapezförmigen Landebahn mit derselben Form wie das zweite Symbol und kleiner ist, so dass es in das zweite Symbol passt, wobei das Symbol zwischen der zweiten Höhe und einer dritten gegebenen Höhe erscheint.
  12. Landeunterstützungsvorrichtung für Flugzeuge nach einem der Ansprüche 4 bis 11, dadurch gekennzeichnet, dass die Vorrichtung einen Schalter (ON/OFF) umfasst, der eine automatische oder manuelle Auswahl der Anzeige entweder der von den Bilderzeugungsmitteln zugeführten Bilder oder der Anzeige der Symbole zulässt, die aus von den Bilderzeugungsmitteln zugeführten Bildern extrahiert wurden.
  13. Landeunterstützungsverfahren für Flugzeuge, das die Landeunterstützungsvorrichtung nach einem der vorherigen Ansprüche implementiert, das Folgendes beinhaltet:
    ■ einen ersten Schritt des Extrahierens einer Kontur der Landebahn aus einem von den Bilderzeugungsmitteln zugeführten Videobild;
    ■ einen zweiten Schritt des Erzeugens des eine Landebahn definierenden ersten Symbols von Extraktionsmitteln einer ersten Trapezform der Videobilder;
    ■ einen dritten Schritt des Vergleichens des ersten Symbols mit den Daten in einer geografischen Datenbank, wobei der Vergleich eine erste Integritätsbedingung der Daten bereitstellt;
    ■ einen vierten Schritt, der gemäß dem Wert der ersten Bedingung ausgeführt wird, des Anzeigens des ersten Symbols auf einem Display;
    ■ einen fünften Schritt des Vergleichens von wenigstens einer vordefinierten Höhe und der von einem Funkhöhenmesser angegebenen Höhe des Flugzeugs, so dass, wenn das Flugzeug die vordefinierte Höhe übersteigt, der grafische Zustand des ersten Symbols geändert wird, so dass der Pilot darauf aufmerksam gemacht wird, dass die Höhe überschritten wurde.
EP10166828A 2009-06-23 2010-06-22 Vorrichtung und Verfahren zur Landungsunterstützung mit Anweisungen zur Verbesserung der Sichtbarkeit der Aussenwelt Active EP2296129B1 (de)

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FR0903041A FR2947083B1 (fr) 2009-06-23 2009-06-23 Dispositif et procede d'aide a l'atterrissage

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US8462205B2 (en) 2013-06-11
FR2947083A1 (fr) 2010-12-24
US20100321488A1 (en) 2010-12-23
FR2947083B1 (fr) 2011-11-11
EP2296129A1 (de) 2011-03-16

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