WO2007139494A1 - Dispositif pour évaluation d'usure de freins - Google Patents

Dispositif pour évaluation d'usure de freins Download PDF

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Publication number
WO2007139494A1
WO2007139494A1 PCT/SE2007/050354 SE2007050354W WO2007139494A1 WO 2007139494 A1 WO2007139494 A1 WO 2007139494A1 SE 2007050354 W SE2007050354 W SE 2007050354W WO 2007139494 A1 WO2007139494 A1 WO 2007139494A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
vehicle
brake system
braking action
usage
Prior art date
Application number
PCT/SE2007/050354
Other languages
English (en)
Inventor
Erik BRÅKENHIELM
Jon Andersson
Original Assignee
Scania Cv Ab (Publ)
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 Scania Cv Ab (Publ) filed Critical Scania Cv Ab (Publ)
Priority to CN2007800281145A priority Critical patent/CN101496070B/zh
Priority to BRPI0711733A priority patent/BRPI0711733B1/pt
Priority to EP07748515A priority patent/EP2033168B1/fr
Publication of WO2007139494A1 publication Critical patent/WO2007139494A1/fr

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Classifications

    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • G07C5/085—Registering performance data using electronic data carriers

Definitions

  • the present invention relates to systems for assessment of brake wear for vehicles, and in particular to a device for determining the ability of the driver of a vehicle to choose brake system according to the preamble of claim 1.
  • a substantial part of the wear a vehicle is exposed to during incautious driving consists of wear of the brake systems of the vehicle.
  • a heavy vehicle often comprises a number of different brake systems, such as service (foot) brake, motor brake, exhaust brake, retarder and other types of supplementary brake systems.
  • a device for determining the ability of the driver of a vehicle to choose brake system which solves the above problem.
  • a device as defined in claim 1 it is provided a device for determining the ability of the driver of a vehicle to choose brake system, wherein said vehicle comprises at least a first and a second brake system, and wherein said driver, during a braking action, freely can choose which system or systems of said plurality of brake systems to use.
  • the device comprises means for, at a braking action, for each brake system receive at least one parameter value representing the usage of the said brake system during said braking action.
  • the device comprises means for receiving a parameter representing the total usage of the said plurality of brake systems during said braking action, and means for, at least for the said first brake system, comparing the usage of the brake system with the vehicle's total brake system usage during the braking action to assess the driver's ability to use said brake system.
  • the said parameter representing said total usage of the brake systems during the braking action can, for example, consist of energy dissipated during the braking action or the total time of the braking action.
  • the device according to the invention can comprise means for receiving at least one parameter value representing the vehicle surroundings, whereby said vehicle surroundings can influence the assessment of the ability of the driver to use brake systems. This has the advantage that a very accurate estimation of the ability of the driver to use the vehicle's different brake systems in different situations can be obtained.
  • the said parameter value representing the usage of a brake system during said braking action can consist of the time of usage of the brake system during the braking action. This has the advantage that a simple representation of the usage of the brake system during the braking action can be obtained. Alternatively, the energy dissipated by the brake system during said braking action can be used. This has the advantage that a very accurate value of the usage of a specific brake system can be obtained, and thereby a very accurate estimation of the ability of a driver to handle the brake systems of a vehicle .
  • Fig. 1 schematically illustrates a control system for a vehicle where the present invention advantageously can be utilized .
  • Fig. 2a-b illustrates an example of a device according to the present invention.
  • vehicle internal sensors means sensors that only obtains data from the relative movements of the vehicle, i.e. changes in movements from one time to another, and which do not use information from external systems, such as positioning systems or map databases.
  • vehicle internal sensors can, for example, consist of lateral acceleration sensors, i.e. sensors delivering signals with which the rate of change of the vehicle speed in the lateral direction can be determined, for example in order to determine whether the vehicle runs the risk of tipping over due to the driver performing an incautious maneuver.
  • the sensors can comprise wheel speed sensors, i.e.
  • sensors that delivers signals with which the rotation speed of the wheels and traveled distance can be determined, steering angle sensors that deliver signals with which the angle of the steering wheels in relation to the longitudinal axis of the vehicle can be determined, and sensor means for delivering signals from which the yaw rate, i.e. how quickly the vehicle turns, can be calculated.
  • FIG. 1 is schematically illustrated a control system for a vehicle 100 with which the present invention can be utilized.
  • the vehicle 100 comprises a front shaft 101 with steering wheels 102, 103, a rear drive shaft 104 with driving wheels 105-108, and a rear pressure equalizer shaft 109 with wheels 110, 111.
  • the vehicle 100 contains an engine 113 connected to a gear box 112, which drives the drive shaft 104 by means of an output shaft 114 from the gear box.
  • Gear box 112 and motor 113 are controlled by control units 115, 116, respectively, which are controlled by a main control unit 117.
  • the Engine Management System (EMS) 116 controls the motor functions of the vehicle, which, for example, can consist of fuel injection and motor-brake. The control is based on a number of input signals, which can consist of signals from (not shown) throttle controls (the position of the accelerator pedal), speed sensor and brake management system.
  • the Gearbox Management System (GMS) 115 controls the gear functions, wherein, when using an automatic gearbox, the gear shifting can be controlled based on an input signal from speed sensors, in manual gear shifting the shifting can be controlled from an input signal from a gear selector (gear shift lever) .
  • the vehicle contains a Brake Management System
  • BMS brake system
  • break control unit 120 which controls the brake functions of the vehicle, such as automatic calculation of the load so that a given pedal position always can result in the same brake effect regardless of the load.
  • the brake control unit controls the various brake systems of the vehicle, e.g. retarder and other supplementary brake systems, exhaust brake and service brake on the basis of commands from the driver, and sends control signals to system modules (not shown) dispersed on the chassis, where electrical control signals are used, e.g. to adjust brake pressure.
  • a vehicle of the kind shown in fig. 1 includes, except for the above, typically a number of additional control units, see, for example, WO01/86459 Al. Therefore, the above described control units constitute mere examples of what can exist in a vehicle. As is appreciated by a person skilled in the art, two or more of the above described control units can, of course, be integrated in one single control unit.
  • the present invention provides a device for evaluating the vehicle driver's usage of the vehicle's different brake systems .
  • the device 200 is shown more in detail in fig. 2b and comprises means 210 for receiving brake system related signals and other vehicle related signals.
  • the vehicle comprises four different kinds of brake systems, retarder, exhaust brake, service (foot) brake and motor-brake, and the device 200 comprises means for receiving signals concerning these brake systems.
  • the position of a brake control set by the driver for a certain brake system can by means of the construction of the vehicle be arranged to be translated to an electric signal, which then is processed by the control system of the vehicle, for example the brake control unit 120, or a separate control unit for the concerned brake system, to be able to apply a corresponding brake torque, i.e. how large part of the total torque of the concerned brake system that is to be applied.
  • Data can, for various purposes, be communicated between different control units via a vehicle network that is interconnected by one or more data buses by means of which data can be communicated between the control units.
  • Data can, for example, be transmitted on any of the data bus formats CAN (Controller Area Network), TTCAN or FlexRay.
  • CAN Controller Area Network
  • TTCAN Temporal Sensematic Control
  • FlexRay a vehicle tetrachloride
  • other vehicle related signals can be made accessible on the data bus via an appropriate control unit.
  • existing vehicles often already comprise functionality for making information requested by the invention accessible on a vehicle data bus.
  • the means 210 of the device 200 can therfore constitute a data bus connection for reception of signals representing brake control positions or other brake system related data.
  • This information can be made available on the data bus jointly for the brake systems by the brake system control unit 120, or from each respective brake system/brake control unit (not shown) separately.
  • the received signals are then provided to a data processing unit 211, the function of which is being described below.
  • the data processing unit 211 can, for example, consist of a processor, which is controlled by means of operation instructions, such as a computer program generated by means of an appropriate programming language, and being stored in a storage means, said storage means being built-in or connected to the processor.
  • the said storage means can, for example, consist of one or more from the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash-memory, EEPROM (Electrically Erasable PROM) .
  • the device 200 can consist of a data processing unit with both integrated memory and integrated bus interface for a data bus of the above type and therefore be constructed in very compact manner.
  • the device 200 further comprises output means 212 for output of processed data, e.g.
  • the said means 210 can, instead, consist of connection points for direct reception of sensor signals representing brake pedal/brake control positions or, in the simplest case, signals representing if a certain brake system is activated or not.
  • the device can, therefore, comprise means such as A/D-converters or receivers for receiving wirelessly transmitted sensor signals to convert received signals to a common format, which is adapted to said data processing unit 211, which then performs appropriate calculations .
  • the brake system specific signals consist of the time during a braking action that each brake system has been activated. This can for example be accomplished by the device 200 receiving signals from, e.g., the brake control unit 120 regarding the respective brake system for as long as the brake system is active. Alternatively, the device can, when the braking action is finished, receive values that represents the time that the brake system has been active.
  • the obtained information can, in the case of time indications, be used by the data processing unit 211 to calculate a brake assessment value U:
  • the device 200 advantageously also comprises means for receiving a calculated vehicle mass or parameter value (s) by means of which the vehicle mass can be calculated.
  • the parameter values that are required for calculation of the vehicle mass are usually also accessible on the data bus of the vehicle and can thereby e.g. be provided to the data processing unit 211 by means of the said receiving means 210.
  • K is a constant which is set to a suitable value.
  • K can be controlled by the extent of the usage of the service brake that is regarded to be motivated.
  • K can be set for each braking action, and, for example, depend on the vehicle mass and/or driving resistance.
  • the driving resistance is a total representation of the resultant of the head wind, the rolling resistance and the gravity that accelerates/decelerates the car, and can therefore be used as a representation of the inclination of the road.
  • K can be made dependant of the inclination of the road, and also of how the inclination of the road has changed historically (e.g., a plurality of consecutive downhill slopes).
  • T represents the time of usage of every brake system and T braking action is the time of the entire braking action.
  • the device can comprise means for receiving the speed of the vehicle, or parameter values from which the speed of the vehicle can be calculated, in order to, by means of this data, determine for how long a retardation is in progress and hence T braking actlO n-
  • These data are usually also accessible by means of some control unit on the data bus of the vehicle, and can thereby in a simple manner be provided to the data processing unit 211.
  • Another common procedure is that the requested total retardation is reported on the vehicle network, and is thus accessible in that manner.
  • a U value is calculated for each braking action, whereby it can be established that if U exceeds a certain threshold value, the braking action is assessed to be a good braking action.
  • the U value can represent a percentage of the, in theory, "perfect" 100 % braking action.
  • the device instead, receives signals representing the applied brake torque for the brake systems, respectively, i.e. brake torque from service brake (disc or drum brake) , brake torque from retarder brake, brake torque from exhaust brake and brake torque from one or a plurality of other supplementary brakes, such as motor-brake torque.
  • brake torque from service brake disc or drum brake
  • brake torque from retarder brake brake torque from retarder brake
  • brake torque from exhaust brake brake torque from one or a plurality of other supplementary brakes, such as motor-brake torque.
  • E represents the amount of energy that is used during a braking action for each respective brake system and for the entire braking action. This measurement is more accurate since it specifies the portion of the total brake energy that is dissipated by a particular brake system. If, for example, the service brake is used for a short period of time, but with high load, this embodiment provides a more accurate value of the impact of the service brake.
  • the exhaust brake reports the torque that it brakes the engine with, either to the brake control unit 120, which in that case makes these data accessible on a data bus or directly onto a data bus by means of a separate control unit.
  • this brake torque is zero, but when the driver or brake systems request exhaust braking, the current brake torque is shown.
  • the retarder reports its brake moment correspondingly.
  • Disc brake systems and drum brake systems can either report brake pressure to a brake control unit or directly onto a data bus by means of a separate control unit. Consequently, it is possible to provide the desired information to the data processing unit 211 in a simple manner to perform the calculation below.
  • energy can be expressed as force * distance, which is the same as time integrating force and speed. Since information about the speed of the vehicle is accessible via the traffic on the vehicle network, a conversion of the obtained brake torques to the actual forces acting on the wheels of the vehicle remains.
  • the braking force of the retarder is dependent on the position of the retarder. Normally, the retarder is arranged after the gear box, in which case the torque should be multiplied with rear axle ratio and divided with the radius of the drive wheels .
  • the torque of the disc and drum brakes on the other hand, only has to be divided with the radius of the drive wheels. If information about these brake torques are not available, a model can be used to translate from brake pressure to brake torque. Here, information about brake type, the number of braking shafts etc. is used. All such information is known from the vehicle specification and/or is accessible on the internal networks.
  • the inventive method can, however, be further refined by taking additional parameters into consideration, such as brake lining temperature and/or brake lining wear.
  • brake lining temperature and/or brake lining wear During a braking action in a long downhill slope a significant rise of temperature can occur if the braking action is not performed in a careful manner.
  • eq. (3) is shown how the brake lining temperature and brake lining wear can influence the U value.
  • Stemp i a f actor f or brake l ining temperature and S lin ing i s a factor f or brake l ining wear .
  • K is set to a suitable value.
  • the device 200 can include means for receiving the lateral acceleration of the vehicle, to, during the braking action, be able to determine if the brake system that is used in a heavy braking action in, e.g. a curve is a suitable choice. For example, it is inappropriate to use retarder braking in such braking actions, because it increases the risks of skidding in this case, and it is more difficult to control a skid in these situations.
  • a U- value can be produced for each brake system. This can be performed by dividing eq. (2) above, and, in addition, introduce a U value for the service brake, where brake lining temperature and brake lining wear influences the service brake value by a function f(s) . This results in:
  • the classification can, for example, consist of idle driving, power take off (PTO) , marshalling, queue, city centre, urban area, undulated and/or straight or curved road, straight and level or undulated road.
  • the device 200 according to the present invention can comprise means for receiving a surroundings classification from a device according to the said Patent Application.
  • the device 200 according to the invention can comprise means for performing the described traffic surroundings classification. By taking the surroundings of the vehicle into account for every braking action, an even better analysis of the driver's brake usage ability can be performed. Since the described solution can give a very accurate description of the momentary surroundings of the vehicle, a very accurate evaluation of each braking action can also be performed.
  • a representative U value can be calculated for each braking action and for each braking action be compared with a reference U value that is representative for the braking action.
  • the ability of the driver to use the correct brake system can continuously be evaluated during traveling with the vehicle or afterwards.
  • the vehicle can also be provided with a display that continuously shows the driver's ability to the driver, for example as a percentage between 0 and 100, where, for example, a result exceeding 85 % indicates very good brake usage ability.
  • the method according to the invention can thus also evaluate whether the driver is using the correct brake system, not only the manner in which the chosen brake system is used. It can be investigated at all braking actions whether the most suitable brake system has been used. By taking surroundings data into account to make different demands on the braking actions, a more accurate assessment can be accomplished.
  • the driver can automatically be trained to a better behavior, for example by means of feedback via a display arranged in the vehicle.
  • the result calculated by the data processing unit can then be output via output means 212, for example to a data bus to be provided to the display unit for displaying.
  • the information can be used by the driver's superiors to determine which driver that is in need for help to improve his/her driving, or to identify a driver who is doing particularly well and possibly reward him/her.
  • other methods to assess the traffic surroundings can also be used, e.g., positioning systems and map data and/or an inclinometer .
  • the present invention can also be combined with other systems for evaluation of a vehicle driver.
  • Swedish Patent Application 0601175-3 entitled "Anordning for bestamning av en f ⁇ rutseendef ⁇ rmaga (in English: Device for determining an anticipation ability)" and having the same filing date as the present invention it is described a solution to assess a vehicle driver's anticipation ability.
  • the present invention can advantageously be utilized together with the said solution.
  • the vehicle can be arranged to continuously transmit data to a monitoring central, whereby the above evaluation can be performed in the monitoring central, instead of in the vehicle.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne un dispositif pour déterminer la capacité d'un conducteur de véhicule à choisir un système de freinage, ledit véhicule comprenant au moins un premier et un second système de freinage, et le conducteur pouvant influencer le choix du système de freinage pendant une action de freinage. Ledit dispositif comprend des moyens qui, au moment d'une action de freinage, permettent à chaque système de freinage de recevoir au moins une valeur de paramètre représentant l'utilisation du système de freinage; des moyens de réception de paramètre représentant l'utilisation globale de la pluralité de systèmes de freinage pendant une action de freinage; et des moyens qui, au moins pour le premier système de freinage, permettent de comparer l'utilisation du système de freinage avec l'utilisation globale (15) des systèmes de freinage du véhicule pendant une action de freinage afin d'évaluer la capacité du conducteur à utiliser le système de freinage.
PCT/SE2007/050354 2006-05-26 2007-05-24 Dispositif pour évaluation d'usure de freins WO2007139494A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN2007800281145A CN101496070B (zh) 2006-05-26 2007-05-24 用于制动器磨损评估的装置
BRPI0711733A BRPI0711733B1 (pt) 2006-05-26 2007-05-24 dispositivo para avaliação de desgaste de freio
EP07748515A EP2033168B1 (fr) 2006-05-26 2007-05-24 Dispositif pour évaluation d'usure de freins

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0601173A SE529955C2 (sv) 2006-05-26 2006-05-26 Anordning för bromsslitagebedömning
SE0601173-8 2006-05-26

Publications (1)

Publication Number Publication Date
WO2007139494A1 true WO2007139494A1 (fr) 2007-12-06

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2007/050354 WO2007139494A1 (fr) 2006-05-26 2007-05-24 Dispositif pour évaluation d'usure de freins

Country Status (6)

Country Link
EP (1) EP2033168B1 (fr)
CN (1) CN101496070B (fr)
BR (1) BRPI0711733B1 (fr)
RU (1) RU2433481C2 (fr)
SE (1) SE529955C2 (fr)
WO (1) WO2007139494A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010059111A1 (fr) * 2008-11-21 2010-05-27 Scania Cv Ab (Publ) Système de détermination de capacité d'anticipation de freinage
WO2010059108A1 (fr) * 2008-11-21 2010-05-27 Scania Cv Ab (Publ) Système de retour de freinage
WO2010059109A1 (fr) * 2008-11-21 2010-05-27 Scania Cv Ab (Publ) Dispositif de retour d'informations concernant une pente
WO2011133094A1 (fr) * 2010-04-21 2011-10-27 Scania Cv Ab Procédé et système d'évaluation du comportement au freinage d'un conducteur
WO2013147685A1 (fr) * 2012-03-29 2013-10-03 Scania Cv Ab Procédé et système permettant d'évaluer le comportement d'un conducteur pendant la conduite de véhicules
WO2014126529A1 (fr) * 2013-02-13 2014-08-21 Scania Cv Ab Procédé et dispositif pour déterminer une consommation d'énergie lors de la conduite d'un véhicule
US10655696B2 (en) 2015-07-27 2020-05-19 Knorr-Bremse Systeme Fuer Nutzfahrzeuge Gmbh Method and system for analyzing the wear behavior of brake pads/linings

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SE531526C2 (sv) 2006-05-26 2009-05-12 Scania Cv Abp Anordning för bestämning av bränsleförbrukningsbeteende
US9416835B2 (en) * 2014-11-13 2016-08-16 GM Global Technology Operations LLC Method of estimating brake pad wear and vehicle having a controller that implements the method
CN109269790B (zh) * 2018-10-30 2020-07-17 贵州云尚物联科技股份有限公司 基于物联网的车辆刹车片安全性监测系统及其方法
JP7236288B2 (ja) * 2019-02-22 2023-03-09 三菱重工機械システム株式会社 ブレーキ評価装置及びブレーキ評価方法
CN113619554B (zh) * 2021-08-20 2022-10-28 中国第一汽车股份有限公司 一种摩擦片磨损报警方法、系统、车辆及存储介质

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Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102224528B (zh) * 2008-11-21 2013-11-20 斯堪尼亚商用车有限公司 斜坡反馈装置
WO2010059108A1 (fr) * 2008-11-21 2010-05-27 Scania Cv Ab (Publ) Système de retour de freinage
WO2010059109A1 (fr) * 2008-11-21 2010-05-27 Scania Cv Ab (Publ) Dispositif de retour d'informations concernant une pente
CN102224528A (zh) * 2008-11-21 2011-10-19 斯堪尼亚商用车有限公司 斜坡反馈装置
EP2359342A4 (fr) * 2008-11-21 2018-04-18 Scania CV AB (publ) Système de retour de freinage
WO2010059111A1 (fr) * 2008-11-21 2010-05-27 Scania Cv Ab (Publ) Système de détermination de capacité d'anticipation de freinage
RU2471240C1 (ru) * 2008-11-21 2012-12-27 СКАНИА СВ АБ (пабл) Тормозная система с обратной связью
RU2471241C1 (ru) * 2008-11-21 2012-12-27 СКАНИА СВ АБ (пабл) Система определения способности прогноза торможения
EP2690603A1 (fr) * 2008-11-21 2014-01-29 Scania CV AB (publ) Système de détermination de capacité d'anticipation de freinage
RU2561400C2 (ru) * 2010-04-21 2015-08-27 Сканиа Св Аб Способ и система оценки поведения торможения водителя
CN102844231A (zh) * 2010-04-21 2012-12-26 斯堪尼亚商用车有限公司 用于评估驾驶员的制动行为的方法和系统
WO2011133094A1 (fr) * 2010-04-21 2011-10-27 Scania Cv Ab Procédé et système d'évaluation du comportement au freinage d'un conducteur
WO2013147685A1 (fr) * 2012-03-29 2013-10-03 Scania Cv Ab Procédé et système permettant d'évaluer le comportement d'un conducteur pendant la conduite de véhicules
US9327735B2 (en) 2012-03-29 2016-05-03 Scania Cv Ab Method and system for assessment of driver behaviour during driving of vehicles
WO2014126529A1 (fr) * 2013-02-13 2014-08-21 Scania Cv Ab Procédé et dispositif pour déterminer une consommation d'énergie lors de la conduite d'un véhicule
US9827990B2 (en) 2013-02-13 2017-11-28 Scania Cv Ab Method and device for determining an energy consumption when driving a vehicle
US10655696B2 (en) 2015-07-27 2020-05-19 Knorr-Bremse Systeme Fuer Nutzfahrzeuge Gmbh Method and system for analyzing the wear behavior of brake pads/linings

Also Published As

Publication number Publication date
EP2033168B1 (fr) 2012-08-01
RU2008151789A (ru) 2010-07-10
BRPI0711733A2 (pt) 2011-11-29
CN101496070B (zh) 2012-11-14
CN101496070A (zh) 2009-07-29
EP2033168A1 (fr) 2009-03-11
SE0601173L (sv) 2007-11-27
SE529955C2 (sv) 2008-01-15
BRPI0711733B1 (pt) 2018-05-08
RU2433481C2 (ru) 2011-11-10

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