EP3560223A2 - Système de communication de véhicule à x pour véhicule - Google Patents

Système de communication de véhicule à x pour véhicule

Info

Publication number
EP3560223A2
EP3560223A2 EP17835583.0A EP17835583A EP3560223A2 EP 3560223 A2 EP3560223 A2 EP 3560223A2 EP 17835583 A EP17835583 A EP 17835583A EP 3560223 A2 EP3560223 A2 EP 3560223A2
Authority
EP
European Patent Office
Prior art keywords
transceiver
vehicle
antenna
signal
communication system
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.)
Pending
Application number
EP17835583.0A
Other languages
German (de)
English (en)
Inventor
Ulrich STÄHLIN
Marc Menzel
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.)
Continental Automotive Technologies GmbH
Original Assignee
Continental Teves AG and Co OHG
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 Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP3560223A2 publication Critical patent/EP3560223A2/fr
Pending legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04B—TRANSMISSION
    • H04B1/00—Details of transmission systems, not covered by a single one of groups H04B3/00 - H04B13/00; Details of transmission systems not characterised by the medium used for transmission
    • H04B1/38—Transceivers, i.e. devices in which transmitter and receiver form a structural unit and in which at least one part is used for functions of transmitting and receiving
    • H04B1/40—Circuits
    • H04B1/54—Circuits using the same frequency for two directions of communication
    • H04B1/56—Circuits using the same frequency for two directions of communication with provision for simultaneous communication in two directions
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W88/00—Devices specially adapted for wireless communication networks, e.g. terminals, base stations or access point devices
    • H04W88/02—Terminal devices
    • H04W88/06—Terminal devices adapted for operation in multiple networks or having at least two operational modes, e.g. multi-mode terminals
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04B—TRANSMISSION
    • H04B1/00—Details of transmission systems, not covered by a single one of groups H04B3/00 - H04B13/00; Details of transmission systems not characterised by the medium used for transmission
    • H04B1/38—Transceivers, i.e. devices in which transmitter and receiver form a structural unit and in which at least one part is used for functions of transmitting and receiving
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04B—TRANSMISSION
    • H04B7/00—Radio transmission systems, i.e. using radiation field
    • H04B7/02—Diversity systems; Multi-antenna system, i.e. transmission or reception using multiple antennas
    • H04B7/04—Diversity systems; Multi-antenna system, i.e. transmission or reception using multiple antennas using two or more spaced independent antennas

Definitions

  • Vehicle for implementing a multi-antenna system for Car2X applications as well as a vehicle with such a vehicle-to-X communication system.
  • vehicle-to-X communication system is capable of over one
  • Car2lnfrastructure Such a communication is generally known also under a Car2X communication and has the goal, in particular, to increase the safety on the road as a component of an intelligent traffic system.
  • one requirement is to achieve 360 degree signal coverage both when transmitting and when receiving signals. This is usually realized with a corresponding arranged in the vehicle antenna.
  • two antennas are used which are coupled to one another via a diversity function in the corresponding transceiver and, viewed from the outside, behave like a virtual antenna.
  • transceivers with diversity functionality are complex to implement and therefore expensive.
  • the connection of two antennas to a transceiver without diversity functionality is technically unfavorable, because then there is a risk that the emitted signals of the two antennas interfere and thus cancel each other out.
  • Another possibility is therefore to connect a transceiver without diversity functionality alternately to two antennas, as is the case, for example, in WO 2015/121404 A1.
  • this does not achieve a constant signal coverage of 360 degrees.
  • Another problem is the cable connection of a vehicle-to-X communication device such as a transceiver and the respective vehicle antenna, via which the transceiver sends its signal or receives a signal.
  • a vehicle-to-X communication device such as a transceiver and the respective vehicle antenna, via which the transceiver sends its signal or receives a signal.
  • RF high-frequency
  • Communication device represents the cause of the error.
  • Another object of the present invention is to minimize the use of RF cables for the connection between a vehicle antenna and a vehicle-to-X communication system of a vehicle. Another object of the present invention is to develop a vehicle-to-X communication system for a vehicle such that an efficient and therefore relatively inexpensive solution for a time-constant
  • Another object of the present invention is further to develop a vehicle-to-X communication system such that it can be expanded quickly and inexpensively and thereby flexibly adaptable and usable for different technical requirements.
  • the present invention is based on a first basic idea that the use of RF cables for providing a signaling connection between a vehicle antenna and a vehicle-to-X communication system of a vehicle This is minimized by installing the two transceivers built into the vehicle-to-X communication system as close as possible to the vehicle's antenna. The remaining distance between the vehicle antenna and the transceivers then only needs to be bridged with a minimum length of RF cable.
  • the connection between the two and substantially independently acting transceivers and a Car2X vehicle communication device such as a control device, which is referred to in the jargon as the Electronic Control Unit (ECU), via the so-called first communication interface and the second communication interface, via the the two transceivers are each connected to the control device.
  • the first communication interface and the second communication interface are preferably as so-called digital
  • Formed communication interfaces which include a digital bus system or to which such a digital bus system can be connected.
  • the two transceivers can synchronize automatically via the control device if necessary, for example, a
  • each of the two transceivers can be located at different locations within the vehicle, resulting in greater flexibility.
  • a time-constant signal coverage of 360 degrees can be achieved in this way, since the two transceivers usually send and receive their signals independently of each other.
  • the invention relates to a vehicle-to-X communication system for a vehicle, comprising a first antenna, a second one
  • a first transceiver for transmitting and receiving a signal which is connected to the first antenna is electrically connectable via a first antenna interface
  • Antenna interface with the second antenna is electrically connectable, a
  • a control device connectable to the first transceiver via a first communication interface and to the second transceiver via a second communication interface, and wherein the first transceiver and the second transceiver are configured to independently communicate with the control device and further independently of each other via their first one Antenna and its second antenna to send and receive a signal.
  • Communication system can be used and yet a signal coverage of 360 degrees is achieved. This flexibility allows an existing vehicle-to-X communication system in a simple and cost-effective manner with additional
  • Another advantage of the present invention is that the length of the RF cables used to connect the respective transceivers to their vehicle antenna can be minimized. This is achieved, on the one hand, in that the transceivers themselves can be placed very close to the respective antenna, which is a consequence of the fact that the respective transceivers can be connected via a digital communication interface to the control device, which can be designed in particular as an ECU. The connection of a transceiver with the ECU via a digital
  • Communication interface eliminates the need for RF cables.
  • the use of a digital communication interface to connect the transceivers to the control device allows flexible expansion of the vehicle-to-X communication system, or to easily integrate additional components or to adapt the vehicle-to-X communication system as needed without the need for costly and expensive conversions, such as an extra
  • Extension of existing RF cable sets would be required. As a result, greater flexibility in platform development is possible because, for example, a second or a further antenna can be very easily integrated into the existing vehicle-to-X communication system.
  • the vehicle may be a motor vehicle, in particular a passenger vehicle, a
  • the control device has a first data processing device for controlling the first transceiver via the first communication interface and a second data processing device for controlling the second transceiver via the second communication interface.
  • the first data processing device and the second data processing device can each be designed as so-called stacks.
  • the stacks are usually operable independently of each other, but are able to synchronize themselves as needed.
  • a stack in the sense of the present invention represents, in particular, a type of protocol software which is designed to convert data or signals or messages of a communication or transport protocol into an application-usable format, ie to ensure classic protocol processing. Since the two stacks are independently operable, they may also be activated or configured as needed, for example when adding or further antenna to the vehicle-to-X communication system
  • Control device each formed as a digital communication interfaces.
  • these two digital communication interfaces of the control device can preferably each comprise a digital bus system such as, for example, an LVDS or Ethernet-based digital bus system or can be coupled to such digital bus systems.
  • a digital bus system such as, for example, an LVDS or Ethernet-based digital bus system or can be coupled to such digital bus systems.
  • the first transceiver is preferably via the first digital communication interface
  • the second transceiver is preferably via the second digital communication interface
  • Control device connectable to the control device. This provides the advantage that a signaling connection of the two transceivers with the
  • the two transceivers can be arranged more flexibly within the vehicle, so for example closer to their respective antenna. In this way, the minimum amount of required RF cabling between antenna and transceiver can be reduced.
  • the first transceiver is connected to the first digital communication interface of the control device
  • Control device connectable, and the second transceiver an integral part of the control device, so the ECU. This provides the advantage that the ECU is to be connected directly to the second antenna.
  • the first transceiver and the second transceiver are formed as an integral part of the control device, that is installed in the ECU.
  • Each transceiver can then be conventionally connected via RF cable with its respective antenna signal technology.
  • the advantage is achieved that no additional space for the respective transceiver must be provided.
  • This embodiment is particularly suitable when the ECU is placed near the respective antenna, that is, for example, in a vehicle in which the unit of antenna and associated ECU is installed, for example, in the side mirror or in the rearview mirror or behind the shock absorber of the vehicle in question.
  • the first transceiver and the second transceiver are formed, a transmission pattern for a signal or a message to be transmitted, depending on the type of signal to be transmitted and / or as a function of a traffic situation and / or as a function of determined vehicle parameters define.
  • the advantage is achieved that due to the independent processing of the data when transmitting and receiving signals of the two transceivers to the respective situation adapted transmission patterns can be output via the respective antenna.
  • different spatial target areas in front of or behind the respective antenna of the vehicle can be differently addressed, that is, supplied with mutually different signals.
  • the first transceiver and the second transceiver are configured to transmit their respective signal or their respective message alternately at half the frequency duration via their respective antenna.
  • the two transceivers may still be configured to use the same security certificates and IDs.
  • control device is configured to decide in dependence on a received signal or message via the first transceiver and / or the second transceiver whether a signal or a message is transmitted simultaneously via the first transceiver and the second transceiver, in order to allow a double transmission of the same signal via the first transceiver and the second transceiver only if there is a specific traffic situation.
  • Traffic situation for example, during emergency braking of the vehicle in question, twice the bandwidth is used for this signal.
  • the first transceiver and the second transceiver are configured to communicate through the control device in response to the type of signal to be transmitted and / or depending on a traffic situation and / or depending on determined vehicle and driving parameters to synchronize such that the transmission of a signal via the first transceiver or the second transceiver is sufficient if the respective transceiver Spatially better covers the target area by its respective antenna, and wherein the first transceiver and the second transceiver are further formed via the control device in
  • the advantage is achieved that, for example, in a particular traffic situation, such as emergency braking of the vehicle with the vehicle-to-X communication system, the behind the vehicle driving vehicles can be warned, so in a target area of the Example 1000m behind the vehicle performing the emergency braking by transmitting the relevant signal via the rear antenna of the vehicle.
  • hopping generally refers to the forwarding of signals and messages, stations, ie vehicles, which are located between the transmitter vehicle and the receiver vehicle, thus synchronizing the "hopping" between the two transceivers and the necessary signals or signals Messages are transmitted via that transceiver, which covers the relevant target area spatially better through its antenna.
  • the data required for this purpose such as vehicle position, time of occurrence of the event, direction of movement of the vehicle or other vehicle data such as vehicle type, are made available to the control device and / or the respective transceiver by the vehicle IT.
  • the invention in a second aspect, relates to a vehicle having a vehicle-to-X communication system.
  • Fig. 1 is a schematic illustration of a vehicle-to-X communication system of a vehicle with two transceivers, via
  • Communication interfaces are connected to the control device, according to a first embodiment of the invention.
  • FIG. 2 shows a schematic illustration of a vehicle-to-X communication system of a vehicle, wherein the first transceiver is arranged in the control device and the second transceiver via a
  • Communication interface is arranged outside the control device, according to a second embodiment of the invention.
  • FIG 3 shows a schematic illustration of a vehicle-to-X communication system of a vehicle, wherein the first transceiver and the second transceiver are arranged in the control device, according to a third embodiment of the invention.
  • the vehicle-to-X communication system 101 includes a first transceiver 104 for transmission and Receiving a signal which is electrically connectable to a first antenna 102 via a first antenna interface 106, wherein the first antenna interface 106 is a part of the first transceiver 104, a second transceiver 105 for transmitting and receiving a signal via a second antenna interface 107 with the second antenna 103 is electrically connectable, wherein the second antenna interface 107 is a part of the second transceiver 105.
  • the vehicle-to-X communication system 101 further comprises a control device 108, which has a first
  • the control device 108 is preferably designed as an electronic control unit (ECU) and may include a microprocessor or a controller (not shown in FIG. 1).
  • the control device 108 in FIG. 1 comprises a first one
  • Data processing device 109 for driving the first transceiver 104 and a second data processing device 1 10 for driving the second transceiver 105 can each be configured as stacks that operate independently of one another. Each transceiver 104, 105 is thus allocated an independently operating stack 109, 110.
  • the controller 108 may be further configured in response to a
  • the received signal or message via the first transceiver 104 and / or the second transceiver 105 to decide whether a signal or a message is sent simultaneously via the first transceiver 104 and the second transceiver 105, a double transmission of the same signal via the first transceiver 104 and the second transceiver 105 to allow only if there is a specific traffic situation.
  • the first communication interface 1 1 1 and the second communication interface 1 12 may be preferably each formed as a so-called digital communication interfaces.
  • a digital communication interface can be a digital one
  • Bus system such as an Ethernet bus system or an SVDS bus system include or the digital communication interfaces can each be coupled to such a digital bus system. Allow the connection of the respective transceivers 104, 105 with the control device 108 via digital communication interfaces to refrain from inconvenient RF cables in the vehicle or to reduce them to a minimum.
  • both transceivers 104, 105 communicate independently with the control device 108.
  • both transceivers 104, 105 are also designed to transmit and receive a signal independently of one another via their first antenna 102 and their second antenna 103.
  • the two transceivers 104, 105 thus send their signals usually offset in time to avoid signal interference. Depending on the situation, it may be necessary for the two to do so
  • Transceivers 104, 105 for the transmission of signals before accordingly
  • the reception of signals via the respective antennas 102, 103 of the two transceivers 104, 105 can be done completely independently of each other, since in the communication system 101, an association or identification of signals or messages is made and assigned according to the respective transceivers 104, 105 so that the received signals need only be processed once.
  • the process of associating signals or messages is also used to send the same message twice over two antennas.
  • both transceivers 104, 105 would be formed therein
  • both transceivers 104, 105 operate independently of each other. Nevertheless, there may be situations in which it is precisely desired to send the same signal, which then has a high relevance or importance, via both antennas 102, 103, for example, if that concerned vehicle 101 performs a sudden emergency braking and the following vehicles should be warned in good time to avoid rear-end collisions.
  • the first transceiver 104 and the second transceiver 105 can furthermore be designed to define a transmission pattern for a signal or message to be transmitted as a function of the type of signal to be transmitted and / or as a function of a traffic situation and / or as a function of determined vehicle parameters ,
  • the first transceiver 104 and the second transceiver 105 can transmit their signal or their message alternately with a half frequency duration via their respective antenna 102, 103. In this way it can be ensured that the signals to be transmitted via the first antenna 102 and the second antenna 103 do not cancel each other out.
  • first transceiver 104 and the second transceiver 105 typically do not have diversity functionality, this does preclude the use of such
  • Transceivers in the present invention is not sufficient.
  • the use of transceivers with diversity functionality is useful if a better antenna characteristic is to be achieved or space-related one antenna per transceiver, as shown in FIG. 1, for the required signal coverage of 360 degrees is not sufficient.
  • the two transceivers 104, 105 can differ from each other in their functionality. That is, in the vehicle-to-X communication system 101 of the present invention, two different transceivers having different characteristics and developed by different manufacturers can be used. This allows greater flexibility of the communication system 101 if it is to perform additional tasks.
  • the first transceiver 104 and the second transceiver 105 can be configured to synchronize via the control device 108 as a function of the type of signal to be transmitted and / or as a function of a traffic situation and / or as a function of determined vehicle and driving parameters, if the transmission of a signal via the first transceiver 104 or the second transceiver 105 is sufficient, if the respective transceiver 104, 105 spatially better covers a target area by its respective antenna 102, 103.
  • traffic situations can be covered in which, for example, it is important that the first antenna 102, which is possibly installed at the rear end of the vehicle 100, should send out a corresponding signal to address a specific target area behind the vehicle 100 . to reach.
  • the second antenna 103 could be selected for its location within the vehicle due to its location in order to address another approaching target area, because this ensures better accessibility by their positioning.
  • first transceiver 104 and the second transceiver 105 can be configured to synchronize via the control device 108 as a function of the type of signal to be transmitted and / or as a function of a traffic situation and / or as a function of determined vehicle and driving parameters, if transmission of a signal by the other transceiver 104, 105 via its respective antenna 102, 103 is not sufficient for full coverage of a target area.
  • FIG. 2 shows a schematic illustration of a vehicle-to-X communication system 101 of a vehicle 100 according to a second embodiment of the invention.
  • FIG. 2 In contrast to the first embodiment according to FIG. 1, the first one is shown in FIG. 2
  • Transceiver 104 is an integral part of the control device 108.
  • the second transceiver 105 is a second, preferably designed as a digital
  • Communication interface 12 connected to the control device 108.
  • FIG. 3 shows a schematic illustration of a vehicle-to-X communication system 101 of a vehicle 100.
  • the first transceiver 104 and the second transceiver 105 are an integral part of the control device 108.
  • the first transceiver 104 and the second transceiver 105 are each connected via their respective (digital) communication interfaces 1 1 1, 1 12, with their respective stacks 109 and 1 10.
  • the first antenna 102 may be connected to the first transceiver 104 via an RF cable.
  • the second antenna 103 may be connected to the second transceiver 105 via an RF cable.
  • the ECU 108 is arranged close to the respective antennas 102, 103. LIST OF REFERENCE NUMBERS

Landscapes

  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Chemical & Material Sciences (AREA)
  • General Physics & Mathematics (AREA)
  • Physics & Mathematics (AREA)
  • Analytical Chemistry (AREA)
  • Health & Medical Sciences (AREA)
  • Medical Informatics (AREA)
  • General Health & Medical Sciences (AREA)
  • Computing Systems (AREA)
  • Traffic Control Systems (AREA)
  • Transceivers (AREA)

Abstract

L'invention concerne un système de communication de véhicule à X (101), destiné à un véhicule (100), comprenant : - une première antenne (102), - une seconde antenne (103), - un premier émetteur-récepteur (104), servant à émettre et recevoir un signal, qui peut être connecté électriquement à la première antenne (102) par le biais d'une première interface d'antenne (106), - un second émetteur-récepteur (105), servant à émettre et recevoir un signal, qui peut être connecté électriquement à la seconde antenne (103) par le biais d'une seconde interface d'antenne (107), - un dispositif de commande (108) qui peut être connecté au premier émetteur-récepteur (104) par le biais d'une première interface de communication (111) et au second émetteur-récepteur (105) par le biais d'une seconde interface de communication (112), et - le premier émetteur-récepteur (104) et le second émetteur-récepteur (105) étant adaptés pour communiquer indépendamment l'un de l'autre avec le dispositif de commande (108) et pour émettre et recevoir un signal indépendamment l'un de l'autre par le biais de leur première antenne (102) et de leur seconde antenne (103).
EP17835583.0A 2016-12-22 2017-12-20 Système de communication de véhicule à x pour véhicule Pending EP3560223A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016226053.7A DE102016226053A1 (de) 2016-12-22 2016-12-22 Fahrzeug-zu-X-Kommunikationssystem für ein Fahrzeug
PCT/DE2017/200139 WO2018113859A2 (fr) 2016-12-22 2017-12-20 Système de communication de véhicule à x pour véhicule

Publications (1)

Publication Number Publication Date
EP3560223A2 true EP3560223A2 (fr) 2019-10-30

Family

ID=61027396

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17835583.0A Pending EP3560223A2 (fr) 2016-12-22 2017-12-20 Système de communication de véhicule à x pour véhicule

Country Status (4)

Country Link
US (1) US11218849B2 (fr)
EP (1) EP3560223A2 (fr)
DE (2) DE102016226053A1 (fr)
WO (1) WO2018113859A2 (fr)

Families Citing this family (2)

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Publication number Priority date Publication date Assignee Title
US20200037128A1 (en) * 2018-07-30 2020-01-30 Qualcomm Incorporated System and method for vehicle-to-everything (v2x) communication
DE102019208098B3 (de) * 2019-06-04 2020-08-13 Continental Automotive Gmbh Kraftfahrzeug mit Antennennetzwerk

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Publication number Priority date Publication date Assignee Title
US7092730B2 (en) * 2001-09-21 2006-08-15 Motorola, Inc. Dynamic creation of channels in a simulcast wireless communication system
CN102577320B (zh) 2009-06-05 2016-01-06 大陆-特韦斯贸易合伙股份公司及两合公司 车辆天线单元
US9048535B1 (en) * 2010-04-12 2015-06-02 Ethertronics, Inc. Transmit and receive low band antenna
US20140266953A1 (en) * 2013-03-15 2014-09-18 Sierra Wireless, Inc. Antenna having split directors and antenna array comprising same
US10205476B2 (en) 2014-02-14 2019-02-12 Continental Teves Ag & Co. Ohg Vehicle-to-X communication system, vehicle, and method for transmitting vehicle-to-X messages
US20150310723A1 (en) * 2014-04-29 2015-10-29 Aktiebolaget Skf Trending machine health data using rfid transponders
DE102015201476A1 (de) * 2015-01-28 2016-07-28 Continental Teves Ag & Co. Ohg Kommunikationsadapter für ein Car2X-Fahrzeugkommunikationssystem
US9504006B2 (en) * 2015-01-30 2016-11-22 Massachusetts Institute Of Technology Transponder localization
DE102015208242A1 (de) * 2015-05-05 2016-11-10 Volkswagen Aktiengesellschaft Fahrzeug, Vorrichtungen, Verfahren und Computerprogramme zur Kontrolle eines Datenverkehrs und einer Datenübertragung an Fahrzeugkomponenten
CN106341772B (zh) * 2015-07-07 2021-06-18 索尼公司 无线通信设备和无线通信方法
US20180075670A1 (en) * 2016-09-09 2018-03-15 Laird Technologies, Inc. Dedicated short-range communication vehicle management apparatuses, systems and methods

Also Published As

Publication number Publication date
DE112017005232A5 (de) 2019-07-11
US20200196119A1 (en) 2020-06-18
WO2018113859A3 (fr) 2018-08-16
WO2018113859A2 (fr) 2018-06-28
DE102016226053A1 (de) 2018-06-28
US11218849B2 (en) 2022-01-04

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