WO1999050101A1 - Verfahren zum betreiben eines über eine busleitung vernetzten rückhaltesystems bei einer fehlerhaften stromversorgung - Google Patents
Verfahren zum betreiben eines über eine busleitung vernetzten rückhaltesystems bei einer fehlerhaften stromversorgung Download PDFInfo
- Publication number
- WO1999050101A1 WO1999050101A1 PCT/DE1999/000778 DE9900778W WO9950101A1 WO 1999050101 A1 WO1999050101 A1 WO 1999050101A1 DE 9900778 W DE9900778 W DE 9900778W WO 9950101 A1 WO9950101 A1 WO 9950101A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- data processing
- control unit
- central control
- power supply
- processing units
- Prior art date
Links
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B19/00—Programme-control systems
- G05B19/02—Programme-control systems electric
- G05B19/04—Programme control other than numerical control, i.e. in sequence controllers or logic controllers
- G05B19/042—Programme control other than numerical control, i.e. in sequence controllers or logic controllers using digital processors
-
- 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
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F1/00—Details not covered by groups G06F3/00 - G06F13/00 and G06F21/00
- G06F1/24—Resetting means
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F1/00—Details not covered by groups G06F3/00 - G06F13/00 and G06F21/00
- G06F1/26—Power supply means, e.g. regulation thereof
- G06F1/30—Means for acting in the event of power-supply failure or interruption, e.g. power-supply fluctuations
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F11/00—Error detection; Error correction; Monitoring
- G06F11/07—Responding to the occurrence of a fault, e.g. fault tolerance
- G06F11/14—Error detection or correction of the data by redundancy in operation
- G06F11/1402—Saving, restoring, recovering or retrying
- G06F11/1415—Saving, restoring, recovering or retrying at system level
- G06F11/1441—Resetting or repowering
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L69/00—Network arrangements, protocols or services independent of the application payload and not provided for in the other groups of this subclass
- H04L69/40—Network arrangements, protocols or services independent of the application payload and not provided for in the other groups of this subclass for recovering from a failure of a protocol instance or entity, e.g. service redundancy protocols, protocol state redundancy or protocol service redirection
-
- 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
- B60R2021/0104—Communication circuits for data transmission
- B60R2021/01047—Architecture
- B60R2021/01054—Bus
- B60R2021/01075—Bus between the airbag control unit and pyrotechnic fuses or equivalent actuators
-
- 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 present invention relates to a method for operating a restraint system networked via a bus line in the event of a faulty power supply, a central control unit and a plurality of data processing units being coupled to the bus line, each of which for controlling one or more
- restraint devices in vehicles will increase significantly in the future in order to further improve the protection of vehicle occupants. This means that the number of restraint devices and their associated triggering means in the vehicle will increase drastically.
- These restraint devices then include, for example, airbags for the driver and front passenger, which can be ignited in multiple stages, knee bags for the driver and front passenger, side airbags for the driver, front passenger and rear passengers, side airbags being able to be provided for both the head and thorax areas.
- Belt tensioners which can also be activated in several stages, possibly also roll bars etc. It is a complex protection system for every vehicle occupant, which consists of several restraint devices installed in the vehicle.
- a data processing unit is provided for each restraint device, which essentially comprises a computing unit, data input and output circuits, a storage unit, a time and clock base and
- This data processing unit which is also referred to as a peripheral intelligent ignition output stage, is arranged in the immediate vicinity of the triggering device belonging to the respective restraint device, namely in a squib plug or on a substrate of the squib itself.
- Each data processing unit receives its supply energy from a central control unit via a bus line.
- the central control unit also uses several sensor signals - e.g. of acceleration sensors, pre-crash sensors, seat occupancy sensors - which restraint devices are to be triggered. Accordingly, the central control unit uses a protocol transmitted via the bus line to address those concerned
- Diagnostic requests also go from the central control unit via the bus line to the individual data processing units, which in turn send their diagnostic responses back to the central control unit via the bus. - 3 -
- An essential requirement of a restraint system in a vehicle is that it remains as largely functional as possible, even if circuit defects in the central control unit or in the
- the invention is therefore based on the object of specifying a method of the type mentioned at the outset which makes it possible to keep the restraint system functional even in the event of a fault in the event of a fault.
- Restraint devices in the vehicle can still be triggered safely, even if the power supply specifically for the restraint system fails.
- a comparator in each data processing unit for detecting a short circuit on the The bus line is switched to a reference voltage that corresponds to the new supply voltage.
- the central control unit After the adaptation of the data processing units to the new supply voltage, the central control unit no longer sends any other information or control signals to the data processing units apart from triggering commands for restraint devices. This ensures that trigger commands from the central control unit can reach the restraint devices unhindered.
- FIG. 1 shows a block diagram of a restraint system
- FIG. 2 shows a block diagram of a data processing unit
- FIG. 3 shows a flow diagram for the inventive system
- the restraint system shown in FIG. 1 consists of a central control unit ZS, to which a plurality of data processing units DV1, DV2 are coupled via a bus line BL.
- Each of these two data processing units DV1 and DV2 shown by way of example in the drawing serves to control one or more restraint devices RH1,..., RHk.
- these restraint devices include RH1,
- RHk one and multi-stage ignitable driver and passenger airbags, knee bags, side airbags, belt tensioners, etc.
- the data processing units DV1, DV2 which is explained in more detail in connection with FIG. 2, there are also the inputs for the bus line BL further inputs el, ..., en are provided for further input signals, for example sensor signals.
- the bus line BL has the form of a stub line, but it can also be designed as a ring line.
- the central control unit ZS essentially has a control logic circuit SL, a power supply SV and a bus interface BS, in which e.g. Signal drivers for the information and control signals to be sent on the bus line BL.
- a test circuit PS is present in the central control unit ZS, which controls the functionality of the power supply SV. This test circuit PS, which e.g. also in the
- Power supply SV or can be integrated in the control logic circuit SL, switches off the supply voltage UBN via a switch S1 in the event of a fault in the power supply SV and in its place switches on the battery voltage UBA of the vehicle via a switch S2 as the new supply voltage.
- All data processing units DV1, DV2 have the same circuit structure. Therefore, representative of all data processing units, a data processing unit DV is described in detail with reference to FIG. 2.
- Several restraint devices RH1, ..., RHk are connected to this data processing unit DV.
- This group of k restraint devices RH1,..., RHk is preferably assigned to a vehicle occupant.
- the restraint devices RH1, ..., RHk could include a front airbag, one or two side airbags in the head and thorax area, a knee bag and a belt tensioner, whereby all airbags and the belt tensioner can also be triggered in several stages can.
- the restraint devices RH1, ..., RHk could include a front airbag, one or two side airbags in the head and thorax area, a knee bag and a belt tensioner, whereby all airbags and the belt tensioner can also be triggered in several stages can.
- the data processing unit DV generates a trigger signal al, ..., ak in the event of a crash, the selection of the restraint devices to be triggered and the triggering times depending on several
- Input signals el, ..., en are met.
- the input signals el, ..., en come from sensors, for which one or more acceleration sensors, pre-crash sensors, belt buckle sensors and sensors which detect the kinetic behavior of the vehicle in a crash
- Seat occupancy sensors can belong. From the seat occupancy sensors, the data processing unit DV derives whether the passenger seat is occupied at all, whether a child or an adult is sitting there and which seated position the passenger has, so that, accordingly, only those restraint devices that can offer protection to the person are triggered and they wouldn't even hurt sooner. Likewise, the triggering of the restraint devices is completely suppressed if the front passenger seat is not occupied or if there is a child seat or luggage on it.
- the individual functional elements within the data processing unit DV are indicated in the form of blocks in FIG.
- An analog-digital conversion of analog input signals can take place in the subsequent data processing circuit 2; in any case, the data are processed here in such a way that they can be processed digitally by a subsequent computing unit 3.
- This arithmetic unit 3 carries out all control functions in the data processing unit DV. For example, It determines from the input signals el, ..., en which of the connected restraint devices RH1, ..., RHk should be triggered and at what times. It also carries out a diagnosis of the ignition elements in the restraint devices RH1, ..., RHk. For this, diagnostic signals dl, ..., dk - these are e.g. Resistance values of the ignition elements - the signal input circuit 1 supplied. The computing unit 3 also compares the diagnostic signals dl, ..., dk
- a storage unit 5 is used to hold temporary data, e.g. Ignition element resistances and energy states of the energy reserve, etc., production-specific data and identification data can also be stored in the storage unit 5.
- the computing unit 3 can access the data in the storage unit 5 and write new data therein.
- a data processing circuit 6 and a signal output circuit 7 follow on the output side after the computing unit 3.
- the data processing circuit 6 e.g. the digital triggering information or diagnostic query signals from the computing unit 3 into ignition currents or test currents for the ignition elements of the
- the signal output circuit 7 is equipped with signal drivers and possibly a demultiplexer, which divides a serial output signal data stream into the individual parallel output signals al, ..., ak.
- One in the Data processing unit DV existing time and clock base 8 supplies all function blocks with a uniform synchronous clock.
- the division of the function blocks shown in FIG. 2 is not mandatory.
- the signal input circuit 1 and the data processing circuit 2 or the signal output circuit 3 and the data processing circuit 7 are combined with one another and also partially integrated in the computing unit 3.
- the power supply 4 and / or the time and clock base 8 can be integrated in the data processing circuits 2, 6.
- the data processing units have an autonomous decision function. All triggering decisions and diagnostic requests can be made just as well by the central control unit ZS and implemented in the data processing units DV.
- Each data processing unit DV has a so-called longitudinal switch 9, with the aid of which it can open or switch through the bus line BL.
- the series switch 9 is controlled by the computing unit 3. In this case, a request to close or open the series switch 9 from the central control unit ZS via the bus line BL be transmitted. It is thus possible to specifically address individual data processing units on the bus line BL and to supply them with information or control signals.
- the bus voltage ÜB is tapped from the series switch 9 in order to supply it to the power supply part 4 on the one hand and to the signal input circuit 1 on the other hand.
- the power supply part 4 takes from the bus voltage ÜB the amount of energy required for charging an energy reserve.
- the reference voltage UR corresponds in particular to the central control unit ZS with a fault-free power supply SV and the short-circuit-free bus line BL to the normal supply voltage UBN supplied by the power supply SV.
- a switch 11 controlled by the computing unit 3 connects the input of the comparator circuit 10 for the reference voltage UR to a terminal whose potential corresponds to the normal supply voltages UBN.
- a second connection of the switch 11 is at a potential which corresponds to the battery voltage UBA of the vehicle.
- Both potentials UBN and UBA are provided by the power supply part 4 and can be formed, for example, via a voltage divider.
- central control unit ZS has sent a trigger signal or any other control signal that is transmitted at different signal levels to the data processing unit DV.
- the power supply SV in the central control unit ZS is checked in the central control unit ZS using the test circuit PS already mentioned. This can be done by a simple
- the voltage of the supply voltage UBN currently supplied by the power supply SV is compared with a voltage standard. If, as indicated by block 13, no deviation from the specified normal supply voltage UBN is found, which is synonymous with the faultless functioning of the power supply SV, the normal operation of the restraint system is maintained. However, if the supply voltage supplied by the power supply SV deviates from the normal supply voltage UBN, the following process, controlled by the control logic circuit SL, is started:
- the central control unit ZS sends to all data processing units DV on the bus line BL
- the central control unit ZS then suppresses all control signals (for example, diagnosis request) in accordance with block 15 and only permits the transmission of alarm signals to the data processing devices. - 11 -
- the two switches S1 and S2 are switched over from the normal supply voltage UBN to the battery voltage UBA of the vehicle.
- the reference voltage UR for the comparator circuit 10 is switched in each data processing unit, controlled by the computer 3, with the switch 11 from the normal supply voltage UBN to the battery voltage UBA.
- the normal supply voltage UBN is e.g. 27 volts and the battery voltage UBA 12 volts. If now all responsible
- Circuits representative of the comparator circuit 10, in which data processing units DV are adapted to the new supply voltage level UBA, the restraint system is ready for triggering without restriction.
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- Engineering & Computer Science (AREA)
- Theoretical Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- General Engineering & Computer Science (AREA)
- Computer Networks & Wireless Communication (AREA)
- Computer Security & Cryptography (AREA)
- Signal Processing (AREA)
- Mechanical Engineering (AREA)
- Quality & Reliability (AREA)
- Automation & Control Theory (AREA)
- Air Bags (AREA)
- Automotive Seat Belt Assembly (AREA)
Abstract
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU39251/99A AU741411B2 (en) | 1998-03-28 | 1999-03-19 | Method for operating a restraint system connected to a bus line during faulty power supply |
EP99922045A EP1066177B1 (de) | 1998-03-28 | 1999-03-19 | Verfahren zum betreiben eines über eine busleitung vernetzten rückhaltesystems bei einer fehlerhaften stromversorgung |
US09/647,291 US6566765B1 (en) | 1998-03-28 | 1999-03-19 | Method for operating a restraint system connected to a bus line during faulty power supply |
KR1020007010723A KR20010034710A (ko) | 1998-03-28 | 1999-03-19 | 전력 공급 장애시 버스 라인을 통해 망 연결된 억제시스템을 작동하는 방법 |
DE59901801T DE59901801D1 (de) | 1998-03-28 | 1999-03-19 | Verfahren zum betreiben eines über eine busleitung vernetzten rückhaltesystems bei einer fehlerhaften stromversorgung |
JP2000541032A JP2002509829A (ja) | 1998-03-28 | 1999-03-19 | バス線路を介して網状化された乗員拘束装置を電流供給に障害が発生した場合に駆動する方法 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE1998113921 DE19813921A1 (de) | 1998-03-28 | 1998-03-28 | Verfahren zum Betreiben eines über eine Busleitung vernetzten Rückhaltesystems bei einer fehlerhaften Stromversorgung |
DE19813921.7 | 1998-03-28 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1999050101A1 true WO1999050101A1 (de) | 1999-10-07 |
Family
ID=7862783
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE1999/000778 WO1999050101A1 (de) | 1998-03-28 | 1999-03-19 | Verfahren zum betreiben eines über eine busleitung vernetzten rückhaltesystems bei einer fehlerhaften stromversorgung |
Country Status (7)
Country | Link |
---|---|
US (1) | US6566765B1 (de) |
EP (1) | EP1066177B1 (de) |
JP (1) | JP2002509829A (de) |
KR (1) | KR20010034710A (de) |
AU (1) | AU741411B2 (de) |
DE (2) | DE19813921A1 (de) |
WO (1) | WO1999050101A1 (de) |
Cited By (2)
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WO2003106227A1 (en) * | 2002-06-18 | 2003-12-24 | Siemens Vdo Automotive Corporation | Multiple-satellite sensor algorithm for an inflatable restraint system |
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DE60104298T2 (de) * | 2000-04-19 | 2005-08-25 | Koninklijke Philips Electronics N.V. | Fehlertolerantes Airbag-Bussystem ohne Transformator |
DE10027182C1 (de) * | 2000-05-31 | 2001-10-31 | Siemens Ag | Vorrichtung zur Energieversorgung eines Zündmittels eines Insassenrückhaltemittels |
DE10153052A1 (de) * | 2000-11-15 | 2002-10-24 | Ford Global Tech Inc | Verteilte Steuerungsarchitektur für eine Insassenrückhalteanordnung |
DE10056968A1 (de) * | 2000-11-17 | 2002-05-23 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Betreiben eines Bordnetzes eines Kraftfahrzeugs |
JP2004001591A (ja) * | 2002-04-08 | 2004-01-08 | Takata Corp | 乗員保護装置 |
DE10235527C1 (de) * | 2002-08-03 | 2003-10-09 | Daimler Chrysler Ag | Vorrichtung und Verfahren zur redundanten Spannungsversorgung sicherheitsrelevanter Systeme |
JP4449518B2 (ja) * | 2004-03-22 | 2010-04-14 | 株式会社デンソー | 車両用乗員保護装置 |
DE102004023973B3 (de) * | 2004-05-14 | 2005-09-22 | Bayerische Motoren Werke Ag | Rückhaltesystem |
DE102004041425B3 (de) * | 2004-08-27 | 2005-10-06 | Bayerische Motoren Werke Ag | Rückhaltesystem für ein Kraftfahrzeug |
US7511389B2 (en) * | 2004-11-30 | 2009-03-31 | Kayaba Industry Co., Ltd. | Emergency electric power supply unit |
WO2007044997A2 (en) * | 2005-10-13 | 2007-04-19 | Trw Automotive U.S. Llc | Method and apparatus for providing a safing function in a restraining system |
DE102006046223A1 (de) * | 2006-09-29 | 2008-04-10 | Siemens Ag | Arbeitsverteilung von Prozessorleistung bei einem Kraftfahrzeug |
DE102007039835A1 (de) * | 2007-08-23 | 2009-02-26 | Robert Bosch Gmbh | Steuergerät und Verfahren zur Ansteuerung von Personenschutzmitteln für ein Fahrzeug |
JP4640523B2 (ja) * | 2008-11-12 | 2011-03-02 | 株式会社デンソー | 乗員保護システムの通信装置 |
US8260440B2 (en) * | 2008-12-05 | 2012-09-04 | The Regents Of The University Of Michigan | Adaptive control based on retrospective cost optimization |
US8949665B2 (en) | 2009-09-01 | 2015-02-03 | Fisher-Rosemount Systems, Inc. | Integrated bus controller and power supply device for use in a process control system |
US8412482B2 (en) | 2009-12-03 | 2013-04-02 | Raytheon Company | Multi channel electronic acceleration switch |
DE102011087828A1 (de) * | 2011-12-06 | 2013-06-06 | Continental Automotive Gmbh | Netzwerk-Komponente für ein Fahrzeug-Netzwerk und entsprechendes Fahrzeug-Netzwerk |
US11117538B2 (en) * | 2018-12-17 | 2021-09-14 | Lear Corporation | Electrical assembly |
US11613220B2 (en) * | 2018-12-17 | 2023-03-28 | Lear Corporation | Electrical assembly |
US11807142B2 (en) | 2019-03-06 | 2023-11-07 | Lear Corporation | Electrical track assembly |
US11634101B2 (en) | 2019-10-04 | 2023-04-25 | Lear Corporation | Removable component system |
US11463083B2 (en) | 2019-10-04 | 2022-10-04 | Lear Corporation | Electrical system |
US11323114B2 (en) | 2019-10-04 | 2022-05-03 | Lear Corporation | Electrical system |
US12044301B2 (en) | 2020-02-21 | 2024-07-23 | Lear Corporation | Track system with a support member |
US11505141B2 (en) | 2020-10-23 | 2022-11-22 | Lear Corporation | Electrical system with track assembly and support assembly |
US11537197B2 (en) | 2020-12-03 | 2022-12-27 | Lear Corporation | Vehicle system for providing access to removable vehicle components |
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-
1998
- 1998-03-28 DE DE1998113921 patent/DE19813921A1/de not_active Ceased
-
1999
- 1999-03-19 EP EP99922045A patent/EP1066177B1/de not_active Expired - Lifetime
- 1999-03-19 WO PCT/DE1999/000778 patent/WO1999050101A1/de not_active Application Discontinuation
- 1999-03-19 AU AU39251/99A patent/AU741411B2/en not_active Ceased
- 1999-03-19 US US09/647,291 patent/US6566765B1/en not_active Expired - Fee Related
- 1999-03-19 KR KR1020007010723A patent/KR20010034710A/ko not_active Application Discontinuation
- 1999-03-19 JP JP2000541032A patent/JP2002509829A/ja active Pending
- 1999-03-19 DE DE59901801T patent/DE59901801D1/de not_active Expired - Fee Related
Patent Citations (2)
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DE19519130A1 (de) * | 1995-05-30 | 1996-12-05 | Pars Passive Rueckhaltesysteme | Passives Rückhaltesystem für Kraftfahrzeuge und Airbag-Modul als Rückhaltekomponente |
DE19609076C1 (de) * | 1996-03-08 | 1997-08-14 | Siemens Ag | Verfahren zum Auslösen eines Rückhaltemittels in einem Fahrzeug |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2811779A1 (fr) * | 2000-06-30 | 2002-01-18 | Bosch Gmbh Robert | Dispositif et procede de commande des deroulements de fonctionnement |
WO2003106227A1 (en) * | 2002-06-18 | 2003-12-24 | Siemens Vdo Automotive Corporation | Multiple-satellite sensor algorithm for an inflatable restraint system |
US6961645B2 (en) | 2002-06-18 | 2005-11-01 | Siemens Vdo Automotive Corporation | Multiple-satellite sensor algorithm wake up and reset strategy for an inflatable restraint system |
US7203584B2 (en) | 2002-06-18 | 2007-04-10 | Siemens Vdo Automotive Corporation | Multiple-satellite sensors algorithm wake up and reset strategy for an inflatable restraint system |
Also Published As
Publication number | Publication date |
---|---|
AU741411B2 (en) | 2001-11-29 |
EP1066177B1 (de) | 2002-06-19 |
JP2002509829A (ja) | 2002-04-02 |
DE59901801D1 (de) | 2002-07-25 |
US6566765B1 (en) | 2003-05-20 |
EP1066177A1 (de) | 2001-01-10 |
DE19813921A1 (de) | 1999-09-30 |
AU3925199A (en) | 1999-10-18 |
KR20010034710A (ko) | 2001-04-25 |
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