WO2009138942A2 - Vehicle driving aid system for lane changing assistance - Google Patents
Vehicle driving aid system for lane changing assistance Download PDFInfo
- Publication number
- WO2009138942A2 WO2009138942A2 PCT/IB2009/051925 IB2009051925W WO2009138942A2 WO 2009138942 A2 WO2009138942 A2 WO 2009138942A2 IB 2009051925 W IB2009051925 W IB 2009051925W WO 2009138942 A2 WO2009138942 A2 WO 2009138942A2
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- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- lane
- steering
- torque
- lateral
- Prior art date
Links
- 230000006870 function Effects 0.000 claims description 18
- 238000001514 detection method Methods 0.000 claims description 16
- 238000006243 chemical reaction Methods 0.000 claims description 14
- 238000010586 diagram Methods 0.000 claims description 10
- 238000004590 computer program Methods 0.000 claims description 5
- 230000033001 locomotion Effects 0.000 claims description 5
- 238000000034 method Methods 0.000 claims description 4
- 230000008569 process Effects 0.000 claims description 3
- 230000007420 reactivation Effects 0.000 claims description 3
- 230000007547 defect Effects 0.000 claims description 2
- 238000012886 linear function Methods 0.000 claims description 2
- 238000012546 transfer Methods 0.000 claims description 2
- 238000012544 monitoring process Methods 0.000 description 4
- 230000003287 optical effect Effects 0.000 description 4
- 238000013459 approach Methods 0.000 description 3
- 238000005452 bending Methods 0.000 description 3
- 238000011156 evaluation Methods 0.000 description 3
- 230000011664 signaling Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 239000000470 constituent Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000035484 reaction time Effects 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
Classifications
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- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
- B60W50/16—Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
- B62D15/0265—Automatic obstacle avoidance by steering
-
- 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
- B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
- B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
- B60W2420/403—Image sensing, e.g. optical camera
-
- 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
- B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
- B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
- B60W2420/408—Radar; Laser, e.g. lidar
Definitions
- This invention relates to a vehicle driving aid system, and more in particular to a vehicle driving aid system for lane changing assistance.
- Vehicle driving aid system for lane changing assistance are already known in the art.
- patent EP-1312506 describes a driving aid system suitable for assisting the driver in a lane-change manoeuvre, by signalling potential dangers, i. e. vehicles approaching in the adjacent lanes which may collide with the assisted vehicle during the lane-change manoeuvre.
- the systems of the type known in order to obtain a monitoring system of the lateral lane, use an external video camera, preferably integrated in the lateral rear-view mirror, that provides an output signal suitable for detecting the presence and the movement of another vehicle in the adjacent lane.
- This system is not the optimal system, because the detection range does not exceed the length of the vehicle, therefore it cannot correctly detect the vehicles approaching at high speed from a long distance, which may negatively interfere with the normal driver' s reaction time to obstacles. Therefore said known solutions provide limited levels of driving assistance, that are not sufficient in order to guarantee a thorough assistance in all dangerous driving situations . Summary of the invention
- the aim of this invention is to provide a lane changing assistance system that solves all the problems set forth above.
- This invention relates to a vehicle lane changing assistance system which comprises: a lane detection module, comprising a system able to process the images and to detect the geometry of the road and the vehicle trajectory with respect to the traffic lane; a lateral detection module, comprising a radar system able to detect objects in the adjacent lanes and to measure their position and speed; a vehicle data module, able to detect the data on vehicular parameters; a control module of haptic reaction, able to receive signals from said lane and lateral detection modules, and vehicle data module, and to provide a counteracting torque to be transmitted to the vehicle steering system.
- a lane detection module comprising a system able to process the images and to detect the geometry of the road and the vehicle trajectory with respect to the traffic lane
- a lateral detection module comprising a radar system able to detect objects in the adjacent lanes and to measure their position and speed
- a vehicle data module able to detect the data on vehicular parameters
- a control module of haptic reaction able to receive signals from said
- the lane changing assistance module allows to prevent the emergency condition generated by the approaching of another vehicle along the same lane onto which the vehicle changing the lane is travelling, by means of an appropriate steering intervention, that is by applying an active steering torque that prevents the driver to carry out a lane-change manoeuvre in dangerous conditions.
- This invention refers in particular to a vehicle driving aid system for lane changing assistance, as described more fully in the claims, which are an integral part of this description .
- the lane changing assistance system comprises two main functions: checking of the presence of vehicles in adjacent zones, i.e. in parallel on the lateral lane (blind spot monitoring) ; checking of the vehicles approaching from behind, with the evaluation of the distance and of the approaching relative speed (closing vehicle monitoring) .
- the LCA system informs the driver of the presence of vehicles according to the two functions described above, both in case the vehicle keeps its lane and in case the driver attempts a lane-change manoeuvre.
- the LCA system has two purposes: firstly it informs the driver of the presence of vehicles in the blind spot (when the direction indicator is activated) ; secondly it warns the driver in case he/she attempts dangerous lane- change manoeuvres. For this reason it is necessary to detect the presence of other vehicles both in the blind spots and in the lanes adjacent to the lane onto which the vehicle is travelling. For the warning function it is also necessary to know the distance and the speed of the following vehicles, in order to evaluate how critical they are.
- the LCA system has preferably the following characteristics: it works on any kind of road, typically on more parallel lanes, with minimal bending radius which may be for example 125, 250 or 500 m (fig. 2.1) depending on the cases; it intervenes within a certain vehicle speed range, for example from a minimum speed of about 5 km/h, to a maximum speed corresponding to the limit allowed by the law (90 km/h for heavy trucks); it has to work in any weather condition, even the most difficult, for example fog, heavy showers, or snow, and in any lighting condition, even at night; - it has to detect any type of vehicle.
- the typical lane-change situations are those in figure 1: changing to the left, for overtaking or for driving in a column (fig.
- the LCA system presents a type of architecture as in Fig. 4.
- a lane detection module LDM comprising a visual system, constituted by a telecamera and an appropriate HW/SW, able to process the images and to detect the geometry of the road and the vehicle trajectory (see diagram in figure 2.2) with respect to the traffic lane.
- a lateral detection module LVD comprising a sensory- system able to detect objects in the adjacent lanes and to measure their position and speed.
- a steering control module SCM able to transfer the torque calculated by the functional control algorithms to the steering wheel, the steering box may be equipped with electric power steering, torque sensor and steering angle.
- a vehicle data module SVV able to provide the data regarding vehicular parameters, such as vehicle speed , yaw rate, lateral acceleration, steering angle, direction indicator, etc.
- a control module of haptic reaction HFC comprising an electronic control unit which receives the input from the lane and the lateral detection modules and the vehicle data module, and provides a counteracting torque to be transmitted to the vehicle steering system.
- a human-machine interface module HMI which interfaces the driver with the LCA functionality. More in particular, the lateral detection module LVD comprises one or more radars in order to carry out the lateral vision.
- the lateral vision system detects the vehicles in the adjacent lanes. The detection is based on the analysis of the movements of the detected objects: all the elements in the environment
- the analysis is carried out by the radars and by their respective software in a specific portion of the image, corresponding to the immediately adjacent lane.
- This analysed area is dynamically adapted to the changes in the road geometry on the basis of the signals sent by the other sensors on the vehicle.
- the radar provides the following measures: presence of objects in the adjacent lane, with an horizontal field of view i.e. of 40°; evaluation of the distance of the obstacle, with a maximum distance field of for example 100 m backwards (distance D in fig. 2.1) ; evaluation of the relative speed with respect to the vehicle approaching in the lateral lane.
- the radar R is placed projecting from lateral wall of the vehicle, in order to guarantee an optimal functioning.
- Figures 3.3 and 3.4 show another example of optimal positioning of the radar R, in the riser of the step of the side ladder used to get into the cabin. In this position the radar does not increase the lateral dimension L of the vehicle idling (at low speed) .
- the positioning of the radar, or of the two radars, one for each side of the vehicle, on the cabin area above the wheelhouse is realized by providing an appropriate compartment which allows to keep the radar, when it is folded, inside the maximum width allowed by law for stationary vehicles.
- the radar may be mounted on a support of the folding type, which allows to manually or automatically fold the radar when the vehicle is stationary or has a speed above the control intervention threshold.
- the folding mechanism may be for example of the same type as that adopted for the rear-view mirrors, having the care to realize a stopped open position, for example of the snap type, because this position has to be very precise in order to allow its pointing function at its best.
- the support holding the radar opens automatically, by means of an appropriate actuator, when the vehicle exceeds a predetermined speed.
- the radar detects the closed position, deactivates the function and signals to the driver that the function is not available. Possible minimal drifts of the stopped position (open position) may be compensated by the radar itself, by means of an auto- calibration step, automatically activated after the opening step is completed.
- the radar replaces the systems known in the art which have a video camera integrated in the rear-view mirror, removing the problems described above, improving the driving safety, because the traditional systems do not cover an area on the side of the vehicle, the so-called blind spot, and obtains a better lateral monitoring.
- the control module of haptic reaction HFC performs an haptic reaction on the steering gear, that is it calculates a counteracting torque to be applied on the steering according to the detection of the positions of the other vehicles that are behind or at its sides.
- HFC may control the presence or the absence of the driver's hands on the steering wheel, providing warning signals if it is necessary. Also, HFC controls the human- machine interface module HMI, as to appropriately inform the driver on emergency or dangerous situations by means of acoustic or optical warnings.
- the function of the LCA system can be realized also in case the vehicle is not equipped with the steering control module SCM and with the haptic reaction control module HFC.
- the HMI module will provide the driver a prompt acoustic or optical signal instead of the haptic reaction, thus keeping unchanged the aim of the driving aid system for lane changing assistance. It is evident, however, that an haptic signal, which applies a counteracting torque to the steering system, provides a significant added value, and is a specificity of the function of the LCA system.
- the HFC module receives the data from the LDM, LVD and SVV modules, and sends the processed data to the SCM in order to request the torque, and to the HMI module in order to inform the driver.
- the main signals used are: signals coming from the LDM: vehicle lateral displacement with respect to the right or left lane line; vehicle angle with respect to the central axis of the lane; bending of the road; kind of road boundary on the right and on the left; - signals coming from the LVD: presence, position and speed of the vehicles in the adjacent lanes; signals coming from the SCM: torque applied by the driver to the steering gear; steering angle and speed; vehicular signals: speed, yaw level, lateral acceleration, direction, direction indicator.
- the HFC module calculates the torque value to be requested to the steering controller SCM in order to warn the driver of an imminent danger during the lane-change manoeuvre and generates a torque diagram as shown in fig. 5.
- the calculation takes into consideration the presence of lateral vehicles and the position of the vehicle with respect to the middle of the lane and to the lane dimensions, and carries out a torque diagram as shown in fig. 5.
- Three zone types may be identified:
- torque request is a linear function of: maximum value of torque request, lane width, MAXintervention, NONinternvention.
- LCA applies a torque to the steering in order to provide a haptic reaction to the driver.
- the SCM module which applies the steering torque comprises preferably electronic control steering systems, and, for the application on heavy vehicles, the steering torque is preferably provided by a steering unit of the servo-assisted type with electronic control (EPS) , coupled with a steering unit of the servo-assisted type with hydraulic control (HPS) .
- EPS electronice control
- HPS hydraulic control
- the LCA system is also suitable for performing out an "override” condition, which is a condition wherein the intervention of the LCA system is bypassed or cancelled in the following conditions: torque applied by the driver exceeding the maximum torque provided by the LCA (MAX TORQUE REQUEST) ; absolute value of the steering angle exceeding a certain threshold; steering speed exceeding a certain threshold; lane width lower than a minimum value or higher than a maximum value; vehicle out of the lane, for example over 0.30 m
- IDLE is the initial operating state.
- LCA is implicitly in IDLE, and LCA will be operating only after an explicit reactivation by the driver, and if all the reactivation conditions are verified. In this state the haptic control on the steering is disabled.
- NORM is the normal operating state.
- LCA is on and is always enabled by means of the switching on of a switch by the driver.
- the driver's request is received, if all the operating conditions are valid, the vehicle switches in NORM.
- the haptic control on the steering is enabled. If the vehicle is in the middle of the lane, far from the boundaries, the haptic reaction on the steering is not requested, otherwise if the driver approaches the lane boundaries for a lane changing, and a relevant obstacle is present in the adjacent lane, LCA provides a counteracting torque to the steering in order to warn the driver of a danger.
- LCA by means of the LDM module, detects the beginning of a variation of the vehicle trajectory with respect to the middle of the lane, and therefore verifies if the driver, at the beginning of the lane-change manoeuvre, has or has not activated the direction indicator, and in this last case provides an acoustic or optical signal. Then it carries out the control of the lateral lane, verifying if it is or is not free, and calculating if the manoeuvre is or is not possible: if it is not possible, the system generates the counteracting torque to the steering wheel.
- the LCA system When the LCA system detects a dangerous situation, even though the direction indicators are activated, it applies the counteracting torque to the steering actuator of the SCM module, in order to induce the driver to keep travelling in the lane, and to avoid, this way, a dangerous lane changing.
- the application of this torque opposes a resistance to the driver' s tendency to change lane in terms of a resistant torque to the steering wheel.
- the active torque also provides an intuitive indication of the requested steering action that makes the vehicle come back within the boundaries of the desired lane.
- the electronic processing means may comprise various other functions such as for example the signalling of other vehicles overtaking the stationary vehicle or the signalling of other vehicles overtaking at low speed for example lower than 25km/h, or the detection of vehicles approaching from behind at night.
- the LCA system may provide acoustic or optical indications to the driver by means of the HMI module.
- OVR is the override state wherein the LCA function is temporarily disabled.
- the system switches to OVR when one of the override conditions occur.
- the driver may enable or disable the LCA system at any time.
- the value of the torque applied to the steering by LCA is not high, so that at any time the driver may manually disable the LCA action by applying a higher torque to the steering. This situation may take place during an emergency manoeuvre, such as that for avoid a sudden obstacle.
- FAIL is the check state of a failure or defect in the LCA system. The system switches to FAIL and maintains it until the failure ceases, than it goes back to IDLE. In FAIL the haptic control is disabled.
- the functions described above may be realized by means of computer programs, that may run on one or more electronic processing means, integrated together or divided into cooperating different units.
- Said computer programs comprise code means suitable for performing one or more steps of the functions described above, when these programs are run on a computer.
- the scope of the present invention is meant to cover also said computer programs and the computer-readable media that comprise a recorded message, said computer-readable media comprising the program code means for performing one or more steps of the functions described above, when such program is run on a computer.
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Human Computer Interaction (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Traffic Control Systems (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN200980116897.1A CN102066185B (en) | 2008-05-12 | 2009-05-11 | Vehicle driving aid system for lane changing assistance |
BRPI0912502 BRPI0912502B1 (en) | 2008-05-12 | 2009-05-11 | lane change assistance vehicle drive assistance system |
AU2009247585A AU2009247585B2 (en) | 2008-05-12 | 2009-05-11 | Vehicle driving aid system for lane changing assistance |
EP09746237A EP2288533B1 (en) | 2008-05-12 | 2009-05-11 | Vehicle driving aid system for lane changing assistance |
ES09746237T ES2387946T3 (en) | 2008-05-12 | 2009-05-11 | Vehicle driving assistance system for lane change assistance |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP08425329A EP2119617A1 (en) | 2008-05-12 | 2008-05-12 | Vehicle driving aid system for lane changing assistance |
EP08425329.3 | 2008-05-12 |
Publications (2)
Publication Number | Publication Date |
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WO2009138942A2 true WO2009138942A2 (en) | 2009-11-19 |
WO2009138942A3 WO2009138942A3 (en) | 2010-04-01 |
Family
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/IB2009/051925 WO2009138942A2 (en) | 2008-05-12 | 2009-05-11 | Vehicle driving aid system for lane changing assistance |
Country Status (6)
Country | Link |
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EP (3) | EP2119617A1 (en) |
CN (1) | CN102066185B (en) |
AU (1) | AU2009247585B2 (en) |
BR (1) | BRPI0912502B1 (en) |
ES (2) | ES2399693T3 (en) |
WO (1) | WO2009138942A2 (en) |
Cited By (5)
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CN103121451A (en) * | 2013-03-19 | 2013-05-29 | 大连理工大学 | Tracking and controlling method for lane changing trajectories in crooked road |
JP2017033045A (en) * | 2015-07-28 | 2017-02-09 | 日産自動車株式会社 | Travel control apparatus control method, and travel control apparatus |
CN110155040A (en) * | 2018-02-16 | 2019-08-23 | 丰田自动车株式会社 | Parking aid |
US10823844B2 (en) | 2017-04-12 | 2020-11-03 | Ford Global Technologies, Llc | Method and apparatus for analysis of a vehicle environment, and vehicle equipped with such a device |
US11189176B2 (en) | 2016-03-29 | 2021-11-30 | Volkswagen Aktiengesellschaft | Method, devices and computer program for initiating or carrying out a cooperative driving maneuver |
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WO2015193851A1 (en) | 2014-06-19 | 2015-12-23 | Iveco S.P.A. | Back vision system for assisting vehicle driving |
US10217364B2 (en) | 2014-11-18 | 2019-02-26 | Robert Bosch Gmbh | Lane assistance system responsive to extremely fast approaching vehicles |
DE112016003174T5 (en) | 2015-07-15 | 2018-03-29 | Honda Motor Co., Ltd. | Vehicle control / control device, vehicle control / control method and vehicle control / control program |
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JP7201657B2 (en) * | 2020-12-28 | 2023-01-10 | 本田技研工業株式会社 | VEHICLE CONTROL DEVICE, VEHICLE CONTROL METHOD, AND PROGRAM |
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- 2009-05-11 WO PCT/IB2009/051925 patent/WO2009138942A2/en active Application Filing
- 2009-05-11 BR BRPI0912502 patent/BRPI0912502B1/en active IP Right Grant
- 2009-05-11 ES ES10195052T patent/ES2399693T3/en active Active
- 2009-05-11 ES ES09746237T patent/ES2387946T3/en active Active
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Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
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CN103121451A (en) * | 2013-03-19 | 2013-05-29 | 大连理工大学 | Tracking and controlling method for lane changing trajectories in crooked road |
JP2017033045A (en) * | 2015-07-28 | 2017-02-09 | 日産自動車株式会社 | Travel control apparatus control method, and travel control apparatus |
US11189176B2 (en) | 2016-03-29 | 2021-11-30 | Volkswagen Aktiengesellschaft | Method, devices and computer program for initiating or carrying out a cooperative driving maneuver |
US10823844B2 (en) | 2017-04-12 | 2020-11-03 | Ford Global Technologies, Llc | Method and apparatus for analysis of a vehicle environment, and vehicle equipped with such a device |
CN110155040A (en) * | 2018-02-16 | 2019-08-23 | 丰田自动车株式会社 | Parking aid |
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Also Published As
Publication number | Publication date |
---|---|
EP2288533A2 (en) | 2011-03-02 |
CN102066185B (en) | 2014-10-15 |
WO2009138942A3 (en) | 2010-04-01 |
ES2387946T3 (en) | 2012-10-04 |
AU2009247585B2 (en) | 2013-09-05 |
BRPI0912502A2 (en) | 2015-10-13 |
EP2288533B1 (en) | 2012-05-23 |
CN102066185A (en) | 2011-05-18 |
EP2295311B1 (en) | 2012-11-21 |
EP2295311A1 (en) | 2011-03-16 |
BRPI0912502B1 (en) | 2019-11-26 |
ES2399693T3 (en) | 2013-04-02 |
EP2119617A1 (en) | 2009-11-18 |
AU2009247585A2 (en) | 2011-02-10 |
AU2009247585A1 (en) | 2009-11-19 |
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