Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
  • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
  • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
  • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, spinning or skidding of wheels
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
  • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
  • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism
  • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
  • B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
  • B60K31/045—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
  • B60K31/047—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor the memory being digital
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/02—Control of vehicle driving stability
  • B60W30/025—Control of vehicle driving stability related to comfort of drivers or passengers
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/14—Adaptive cruise control
  • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
  • B60T2201/02—Active or adaptive cruise control system; Distance control
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
  • B60T2201/09—Engine drag compensation
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2260/00—Interaction of vehicle brake system with other systems
  • B60T2260/08—Coordination of integrated systems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0666—Engine torque
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
  • B60W2720/10—Longitudinal speed
  • B60W2720/106—Longitudinal acceleration

Definitions

• the present invention relates to a method and a device for regulating the longitudinal dynamics of a vehicle according to the preambles of the independent claims.
• the invention relates to the longitudinal dynamics of a motor vehicle, which is why the disclosure content of application 196 54 769.5 of December 28, 1996 is hereby fully incorporated by the same applicant, since this application also deals with longitudinal dynamics of vehicles.
• Modern methods and devices for regulating the longitudinal dynamics of a vehicle include a motor regulated by an engine management or a corresponding device, a regulated brake, a regulated transmission and a complex vehicle dynamics regulation which, according to the driver's will and internal and external operating states of the vehicle, setpoints for the brake , Transmission and engine.
• Modern engine management often receives the target engine torque as an input variable, and the brake can receive the target brake pressure as an input variable.
• These setpoints are generated by an ICC control, which in turn receives the influencing variables mentioned above.
• various components influence the target engine torque or the braking Target pressure:
• the specified target values are determined in accordance with a predetermined target acceleration (which in turn results from various components, for example driver request, cornering speed control, vehicle sequence control, etc.).
• the ASR traction control system which prevents wheels from spinning.
• ASR controls tend to reduce the torque demand on the engine.
• the MSR engine drag torque control prevents the wheels from locking when downshifting, for example from third to second gear on smooth roads and rear-wheel drive.
• the MSR control tends to increase the torque requirement.
• An automatic stability management system ASMS accesses the braking of the individual wheels in particular, but can also affect the transmission and engine. With an ASMS control, also known as a driving stability control system, individual wheels, for example, can optionally be braked to prevent a vehicle from skidding.
• the object of the present invention is to provide a method and a device for regulating the longitudinal dynamics of a vehicle, in which the setpoint value for the engine and / or brake is simple and appropriate to the individual driving situations.
• Fig. 3 individual assignments of the coordinator, or the up to 5 coordination function to different systems.
• Reference number 19 denotes the engine to be controlled, reference number 18 the brake system to be controlled and equipped with an ABS control system.
• Reference number 10 designates a device which generates setpoints for the motor and brake from various variables. The device 10 generates its target values on the assumption that the vehicle is properly adhering to the road, that is, neither blocking nor spinning wheels.
• Reference numeral 17 designates the Motor control that regulates the motor in accordance with motor setpoints.
• Reference number 16 denotes the brake control, which controls the brake system 18 in accordance with the brake setpoints.
• the setpoint value generated for the brake is the brake setpoint pressure p so n.
• a first intermediate target pressure P brake is generated by the device 10.
• Another intermediate target pressure AS S is generated by the driving stability control system.
• Another intermediate brake pressure p BA is generated by a brake assistant.
• Other intermediate target pressures can be determined in a suitable manner by other components.
• These intermediate nominal values or intermediate nominal pressures, which are determined functionally in parallel, are received by a coordination device 14, from which the braking nominal value or braking nominal pressure p so is determined in a suitable manner.
• Coordinating device 14 can be to select the maximum value from the intermediate target values or intermediate target pressures received by it and to output it to the brake system as the brake target value or brake target pressure p so n.
• the generation of engine setpoints is described below. It must be taken into account here that modern engine controls, in which the so-called "E-gas concept" is implemented (electronic accelerator pedal), receive two engine target torques, namely M MSR and M ASR , preferably from the ABS control system.
• the target engine torque M MSR reflects results of the engine drag torque control and the target engine torque M ASR results from the engine traction control.
• These motor setpoints are determined from intermediate setpoints.
• An intermediate setpoint value M motor is generated by the device 10.
• Another intermediate target value can be generated, for example, in the form of an intermediate target torque by the traction control system 12.
• Another intermediate target value can be generated by the engine drag control 11 in the form of an intermediate target torque.
• These intermediate target values or intermediate target torques are input to a coordination device 15, which determines engine target values from them in a suitable manner.
• the procedure is such that different intermediate setpoints are determined functionally in parallel from different aspects and the motor setpoints or the motor setpoints are determined from the intermediate setpoints present in parallel.
• the intermediate setpoint values or intermediate setpoint torques can be formed, for example, by a maximum value selection.
• FIG. 1 shows an embodiment in which an intermediate target torque determined in accordance with a target acceleration and an intermediate target torque determined from the engine drag torque control 11 and the anti-slip control 12, respectively.
• Target torque are available.
• An engine with e-gas engine management is also accepted.
• the intermediate target torque M motor determined in accordance with the target acceleration in the device 10 and that by the
• Engine drag torque control 11 generated intermediate target torque the maximum value is selected and output as engine target torque M MSR to the engine.
• the intermediate target torque determined by the anti-slip control 12 is output to the engine as the target engine torque M ASR .
• the torque request requested by the driver of the vehicle can be processed in various ways: one possibility is to view this driver torque request as a further intermediate target torque or a further intermediate target value and to enter this in the coordination device 15, where it is processed appropriately.
• FIG. 1 shows an embodiment in which the immediate driver's request is not processed in the coordinator 15, but in the engine electronics 17. There, the maximum value is first determined from the driver torque request M driver and from the target engine torque F MSR .
• the minimum value is selected from this maximum value and the target engine torque M ASR and the target torque thus generated is used as M mot to control the engine.
• the intermediate setpoints are determined in parallel when determining setpoints for the brake and / or motor, these can be examined simultaneously and checked for specific relationships with one another. According to these reviews, then alternately The motor setpoint and brake setpoint are influenced or there is also an effect on the set acceleration to be set. If, for example, the intermediate target torque M motor coming from the ICC control or device 10 is smaller than that due to the
• a suitable device can react to the target acceleration generated by the acceleration controller.
• the coordination device 14 for determining the brake setpoint value receives, in addition to the intermediate setpoint pressure P b rems from the ICC control 10, the intermediate setpoint pressure PA S S from the driving stability control system 13, an intermediate setpoint pressure p BA from a brake assistant, as well as the predominate intermediate target pressure in accordance with the driver's request P f a h rer- If one of the values p ASMS, P B a or Pleaned in the example shown of maximum value, this may, for example, to switch off the ICC function or the ICC-controller 10 to lead.
• 1 shows a coordination device 14 for the desired brake pressure and a coordinating device 15 for the desired motor torque (s).
• FIG. 2 shows under 25 a modification of the coordination device 15 from FIG. 1. Like the coordination device
• the coordinator device 25 works together with an engine management system in which the inputs of the setpoints are processed as shown in FIG. 2.
• the maximum value is then determined in the coordination device 25 from the intermediate target torque of the ICC control 10 and the intermediate target torque of the engine drag torque control 11.
• the minimum is determined from the value determined in this way and the intermediate target torque of the anti-slip control, and the value determined in this way is supplied to engine management as the engine target torque M MSR . Processing the
• Motor target torques M MSR and M ASR in the motor electronics 17 take place in such a way that in the motor electronics 27 first of all the motor target torque M ASR and driver request
• FIG. 3 to 5 show individual functional assignments of the ICC control 10, the coordinators 14 and 15 and the control electronics 16 and 17 for the brake and motor.
• Figure 3 shows an embodiment in which ICC control 10, coordination device 34 for the brake and coordination device 35 for the motor are separate functional blocks. This separation can take place, for example, in such a way that the individual tasks are carried out by different processors, possibly also different circuit boards, and further possibly at different points in the vehicle.
• Figure 4 shows an embodiment in which the two coordination devices 44 and 45 are combined to form a function or a functional block.
• This Summary can be done in such a way that they are carried out, for example, by the same processor or at least on the same board. If the coordination tasks are carried out by the same processor, there is the advantage that fewer interfaces have to be designed and operated.
• Figure 5 shows an embodiment in which parts of the ICC controller 10 form a functional group and the actual acceleration controller together with the coordinators represent a further functional group.
• These functional groups can again be constructed in such a way that they are each executed or implemented by their own processors, possibly on their own circuit boards, and further possibly at different points in the vehicle.
• Parts of the ICC control are combined in a functional block in such a way that the latter delivers a target acceleration as an output, which is received and processed by the other functional block.
• This embodiment has the advantage that the reaction to the requested target acceleration can be carried out in certain operating states in a simple manner.
• There are further advantages in terms of the number and design of interfaces Because there are fewer interfaces, links between different signals can be made more easily, for example for plausibility checking, for repercussions and cross effects, and other queries.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Automation & Control Theory (AREA)
• Regulating Braking Force (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Priority Applications (5)

Applications Claiming Priority (2)

Publications (1)

Family

ID=7819719

Family Applications (1)

Country Status (6)

Cited By (1)

Families Citing this family (22)

Citations (4)

Family Cites Families (20)

• 1997
  • 1997-02-08 DE DE19704841A patent/DE19704841A1/de not_active Withdrawn
• 1998
  • 1998-02-04 WO PCT/EP1998/000601 patent/WO1998034822A1/de not_active Ceased
  • 1998-02-04 US US09/367,062 patent/US6357839B1/en not_active Expired - Lifetime
  • 1998-02-04 DE DE59814386T patent/DE59814386D1/de not_active Expired - Lifetime
  • 1998-02-04 JP JP53375398A patent/JP4256939B2/ja not_active Expired - Lifetime
  • 1998-02-04 AU AU62947/98A patent/AU6294798A/en not_active Abandoned
  • 1998-02-04 EP EP98906914A patent/EP0958164B1/de not_active Expired - Lifetime

Patent Citations (4)

Also Published As

Similar Documents

Legal Events