EP0826102A1 - Method and device for controlling a vehicle drive unit - Google Patents
Method and device for controlling a vehicle drive unitInfo
- Publication number
- EP0826102A1 EP0826102A1 EP96945152A EP96945152A EP0826102A1 EP 0826102 A1 EP0826102 A1 EP 0826102A1 EP 96945152 A EP96945152 A EP 96945152A EP 96945152 A EP96945152 A EP 96945152A EP 0826102 A1 EP0826102 A1 EP 0826102A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- monitoring
- torque
- microcomputer
- monitoring module
- drive unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/107—Safety-related aspects
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
- F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
Definitions
- the invention relates to a method and a device for controlling a drive unit of a vehicle.
- the program structure of this microcomputer essentially consists of three separate levels (cf. also the following description of FIG. 1).
- the control functions are calculated in a first level.
- the correct functioning of the control functions of the first level is checked using selected input and output signals.
- the third level is a review of the monitoring carried out in the second level as part of a Process control implemented, which in conjunction with a monitoring module (watchdog or security computer) checks the correct processing of the monitoring steps. For this purpose, the monitoring module asks a question selected from predetermined questions by forming one
- Partial answers from the programs of the second level are answered and sent back to the monitoring module for error detection.
- the second level monitors the air setting of the internal combustion engine and switches it in the event of a fault
- the monitoring module intervenes both on the output stage for the actuator controlling the air supply and on the output stages for fuel metering and ignition. Measures for checking the calculations carried out as part of the function monitoring in the second level in addition to checking the program sequence are not described in the known solution.
- the solution according to the invention allows the detection of errors in the microcomputer which have a similar effect both on the calculation of the control functions and on the calculation of the monitoring functions. Therefore, sleeping errors are also advantageously detected, for example a quantitative monitoring function that does not correctly calculate. It is particularly advantageous that the solution according to the invention does not use operations that are separate from the programs to be monitored, but rather the program code to be monitored. The solution according to the invention thus allows an almost one hundred percent
- test data sets are selected appropriately, representative tests can be carried out in all relevant value ranges.
- a bit-precise check of a monitoring function of a power control of a drive unit is thus created.
- FIG. 1 shows a structural diagram of a control device for a drive unit
- FIGS. 2 and 3 show a first exemplary embodiment of the solution according to the invention on the basis of flow diagrams.
- Figure 4 shows waveforms for this embodiment.
- FIGS. 5, 6 and 7 show a second exemplary embodiment of the solution according to the invention as a block diagram or as flow diagrams.
- Description of exemplary embodiments 1 shows a control unit 10 for controlling a drive unit of a vehicle, preferably an internal combustion engine.
- the control unit 10 includes, among other things, an input circuit 12 to which input lines 14 and 16 from measuring devices 18 and 20 are fed.
- the input signals of the control unit are processed and fed to a microcomputer 22.
- the measuring devices 18 and 20 are two measuring devices for
- the two measuring devices can be constructed redundantly or, in another exemplary embodiment, can be designed as a continuous measuring device (for example a potentiometer) and a discontinuous measuring device (for example a switch).
- Their measurement signals supplied via lines 14 and 16 are processed separately from one another in input circuit 12 and preferably on separate paths 24 and 26, for example via two input ports or two A / D
- the microcomputer 22 is essentially divided into three levels with regard to its program structure.
- the programs 30 for carrying out the control for the drive unit are combined in a first level 28. In the preferred exemplary embodiment, these are programs which do this on the basis of the degree of actuation of the control element (supplied via connections 44 and 46) and further operating variables Set the torque of the drive unit, in a preferred embodiment of an internal combustion engine calculate the air supply via an electrically actuated throttle valve, the fuel metering and the ignition timing.
- the microcomputer 22 has output lines 32 and 34, which lead to output stages 36 and 38, which in turn set the ignition timing, fuel metering and air supply via corresponding output lines 40 and 42.
- the programs 50 which are used for function monitoring of the control functions 30, are combined in a second level 48.
- an allowable torque of the drive unit derived from the driver's request is compared with the set torque, and an error state is detected if it is exceeded.
- an error state is detected if it is exceeded.
- the function monitor 50 influences the output stage 38 for controlling the throttle valve via the output line 60 of the microcomputer 22.
- the program structure of the microcomputer 22 has a third level 62, in which the programs 64 for checking the sequence of the function monitoring 50 are summarized.
- the programs 64 communicate via connection lines 66 and 68 with a monitoring module 70 of a watchdog or security computer 72 that is separate from the microcomputer. In the programs 64, the monitoring module 70 selects via the connection line 66
- Sequence control predetermined sequences. These essentially consist in the fact that the sequence control 64 in the function monitoring 50 triggers the execution of a computing operation (answer) on the basis of partial responses which are formed according to selected program steps (via connection 74), the result of which is supplied again by the sequence control 64 (via connection 76).
- the sequence control 64 forwards the result, or a variable derived from it, via the connection 68 to the monitoring module 70, which compares the answer with its question made via the line 66.
- the monitoring module 70 influences the output stages 36 and 38 via the output line 68.
- the actual torque is approximated to this setpoint by adjusting the air supply, the fuel metering and the ignition angle.
- the monitoring module 70 sets cyclically (for example every 200 msec) at least in predetermined operating states when, for example, the control element is released , is held stationary, the degree of actuation is in a predetermined value range and / or after the expiry of a a predetermined operating time or number of operating cycles, a stimulus information via the serial interface or a port pin to the microcomputer 22.
- the microcomputer 22 reacts to this stimulus signal by at least for parts of the monitoring function (preferably for calculating the actual torque or for calculating the permissible torque) stored in the memory cells, on which the monitoring function is based (e.g.
- the level 2 programs work properly, an error must be detected in this case.
- the error counter in level 2 will run up accordingly.
- the monitoring module expects a special reaction from the microcomputer 22, for example the transmission of an error or reset signal. If the monitoring module 70 receives such a signal, the stimulus signal is withdrawn and a functional second level is recognized. If the corresponding signal is not recognized within a predetermined period of time (ramp-up time of the counter), either one of the level 2 programs is faulty or a function is active in which the driver does not press the pedal (e.g.
- Vehicle speed controller, drag torque controller and which increase the engine torque beyond the driver's request (at least if the actual signals are influenced by the test signals).
- the monitoring module 70 maintains the stimulus signal.
- the microcomputer 22 now calculates as part of its
- the error counter must run up in any case, so that the corresponding reaction signal of the microcomputer 22 is triggered. If such a signal is not received by the monitoring module 70, an error in the range of
- FIGS. 2 and 3 A first exemplary embodiment of the solution according to the invention is shown in FIGS. 2 and 3 on the basis of flow diagrams. These outline the implementation of the solution as programs in the monitoring module and the function monitoring.
- the flowchart shown in FIG. 2 represents a program of the monitoring module 70. This is run through at predetermined time intervals (e.g. every 200 msec) if one of the above-mentioned operating situations is present.
- the stimulus signal is implemented, for example, by a change in level, by a signal with a predetermined pulse duty factor or a predetermined voltage level on an input line of the microcomputer 22.
- the current one is used instead of the reaction signal of the microcomputer 22 Transfer error counter reading to monitoring module 70. This then recognizes the correct function or faulty operation of the microcomputer 22 on the basis of the time course of the error counter or when the limit value is exceeded.
- step 106 the output of the stimulus signal is maintained. Thereupon, it is checked again according to step 108 whether the reaction from the microcomputer 22 or the expected behavior of the
- step 110 the test is considered to be completed and the program is ended, whereas, on the contrary, according to step 112, an error is assumed in the area of the functional monitoring of the microcomputer 22 and appropriate error reactions are initiated by the monitoring module. These consist essentially in switching off the output stages for the fuel metering, the ignition angle and the air supply or in an emergency operation, which results in a limited, in particular power-limited control of the drive unit.
- step 112 the program is ended.
- FIG. 3 shows the corresponding program of level 2, the function monitoring of the microcomputer 22. This is initiated at predefined time intervals (eg a few milliseconds).
- the degree of actuation of the control element ⁇ and the engine speed N mot are read in in a first step 200 and an allowable engine torque MIZUL is determined in accordance with step 202 on the basis of a predetermined characteristic map, a predetermined table or predetermined calculation steps from the degree of actuation ⁇ and the engine speed N mot .
- This permissible moment is dimensioned such that it is in the error-free operation of the microcomputer taking into account all tolerances of the actual torque of the drive unit is not exceeded. It is then checked in step 204 whether there is a stimulus signal from the monitoring module; if this is not the case, steps 206 and 208 are used to determine the
- the load signal TL e.g. formed from air mass and engine speed
- the set ignition angle ZW are read in (step 206) and on the basis of these two variables and the engine speed in accordance with a predetermined characteristic map, a predetermined table or predetermined calculation steps, the one emitted by the internal combustion engine Moment MI is determined.
- a predetermined characteristic map e.g. formed from air mass and engine speed
- a predetermined table or predetermined calculation steps the one emitted by the internal combustion engine Moment MI is determined.
- FGR vehicle speed controller
- MSR engine drag torque controller
- step 212 the permissible torque MIZUL is set to a maximum value Mi max which is predetermined for these operating states and which is, for example, speed-dependent or speed-dependent.
- Step 210 after step 214 carries out a comparison between the actual torque MI actual and the permissible torque MIZUL. If the calculated actual torque is greater than the calculated permissible torque, the error counter F is incremented in accordance with step 216, and decremented in accordance with step 218 in the opposite case. In the subsequent query step 220, it is checked whether the error counter has reached its maximum value. If this is the case, a corresponding signal is sent to the monitoring module 70 (safety computer SR) in accordance with step 222 and the program is ended in step 220 as in the case of a “NO” answer. If step 204 shows that a stimulus signal is present, a counter i running in this part of the program is incremented in accordance with step 224.
- the monitoring module 70 safety computer SR
- step 226 selected test signals for the engine load TLT and the ignition angle ZWT are specified in step 226 and an actual torque is determined in accordance with step 228 in accordance with step 208.
- the counter i is compared with a maximum value i max . If this maximum value has not been reached, the process continues with step 210, in the other case the system jumps directly to step 214.
- the counter i ensures that the desired test situation is generated if the stimulus signal is still present and the vehicle speed controller or drag torque controller is active.
- the maximum value i max is dimensioned with a view to the time span that the error counter needs to reach its maximum value (eg 2-3 program runs). If the actual torque exceeds the permissible torque and the error counter runs up properly, the reaction signal is output to the monitoring module in accordance with step 222 if the monitoring function is functioning correctly.
- the error counter status is transmitted at least in a test situation.
- FIG. 4a shows the time profile of the stimulus signal
- FIG. 4b that of the actual and permissible torque
- FIG. 4c that of the error counter
- FIG. 4d the intervention of a vehicle speed or drag torque controller
- FIG. 4e the time profile of the feedback signal from the microcomputer 22 to the monitoring module 70.
- the microcomputer 22 receives the stimulus signal released by the monitoring module (cf. FIG. 4a).
- the actual torque then determined according to test data (FIG. 4b, solid line) immediately exceeds the permissible torque calculated on the basis of the degree of actuation (FIG. 4b, dashed line).
- the error counter runs up until the maximum error level F max is reached by the time T1 (cf. FIG. 4c). This leads to the output of a corresponding error signal according to FIG. 4e to the monitoring module, to the resetting of the stimulus signal and to
- Vehicle speed controller activated (Figure 4d).
- the permissible torque is increased in this operating situation (cf. FIG. 4b).
- the monitoring module sends a stimulus signal to the microcomputer 22.
- the actual torque according to test data does not exceed the permissible torque.
- the stimulus signal is maintained at time T4 and the permissible torque is determined as if the vehicle speed controller were not in engagement.
- the actual torque exceeds the permissible torque (cf. FIG. 4b) as in the previous situation, so that the error counter is incremented from time T4 to time T5.
- Reaching the maximum error counter status results in the output of the error signal to the monitoring module at time T5, so that the correct functioning of the monitoring is also proven here. From the At time T5, the error counter is decremented again according to FIG. 4c.
- FIGS. 5 to 7 A second exemplary embodiment of the solution according to the invention is illustrated with reference to FIGS. 5 to 7.
- This exemplary embodiment also serves to check whether the monitoring tasks of a microcomputer are carried out properly and reliably and is used in particular in control systems in which the control functions and the monitoring functions are implemented on the same microcomputer.
- a direct check of the monitoring function is guaranteed by the transmission of the error counter or a signal derived therefrom according to the first exemplary embodiment, but the bit monitoring of the monitoring function does not take place. Rather, a type of threshold value monitoring is carried out.
- the monitoring function of level 2 is therefore calculated alternately with real data and with test data, at least in predetermined operating situations.
- the original program of level 2 with changed data is preferably used for the calculation with test data. In another advantageous embodiment, a copy of the program is used.
- a permissible engine torque is determined from the actual values of the pedal position and engine speed, and an actual torque from the values for filling, engine speed and ignition angle.
- a plausibility violation is checked by forming the difference.
- the monitoring module outputs a test signal, whereupon this calculation is carried out not with real, but with test data (for engine speed, pedal position, filling and ignition angle).
- test data are either stored in the monitoring module and are transmitted to the microcomputer 22 via an interface, or are stored in the microcomputer 22 as various test data sets which the monitoring module selects via a transmitted index.
- This correct solution which belongs to each test data record, is known to the monitoring module.
- the microcomputer 22 transmits this difference to the monitoring module, which checks the correctness of the result.
- the test data records are selected so that both plausible results and implausible results are determined. It can therefore also be checked whether the monitoring level is still able to distinguish plausible states from implausible ones.
- This second exemplary embodiment is shown in FIG. 5 using a block diagram which symbolically represents the program structure in level 2 of the microcomputer 22.
- the engine speed N mot , 302 the pedal position ⁇ , 304 the filling TL and 306 the set ignition angle ZW are fed to the monitoring function via the connections 300. These signals are forwarded via switching elements 308, 310, 312 and 314, respectively.
- the engine speed is based on a first map 316 for determining the permissible engine torque, on a second map 318 for determining the optimal engine torque and on a map 320 for determining the optimum
- the pedal position ⁇ becomes a first map 316 via a filter 322, and the filling to the second Map 318 and the third map 320 performed.
- the optimum ignition angle (maximum efficiency of the internal combustion engine) determined in the characteristic diagram 320 is passed to an addition stage 322, in which the difference between the optimal ignition angle and the actually set one is formed. This difference is led to a multiplication point 326 via a characteristic curve 324.
- the characteristic curve 324 converts the deviation of the ignition angle into a deviation of the torque from the optimal torque (highest efficiency).
- the optimum engine torque is corrected by the ignition angle deviation in accordance with the torque correction.
- the result is a measure of the actual torque.
- This is fed to an addition point 328, which is also fed from the map 316 the permissible torque. By subtracting the permissible torque from the actual torque, the torque difference is formed, which is led to the monitoring module via the connecting line 330. Furthermore, the
- the error counter status is transmitted to the monitoring module at least when its maximum value is reached via connection 336.
- a connection 338 is supplied from the monitoring module, which shows the switching elements 308 to 314 from the normal position to the dashed line
- Test position transferred.
- the connections for engine speed, pedal position, filling and ignition angle are connected to tables or memories 340, 342, 344 and 346 which contain various test data records. These are selected depending on the selection signal supplied by the monitoring module via connection 348. Examples of the implementation of the solution according to the invention in the context of the second exemplary embodiment as computer programs are shown using the flow diagrams according to FIGS. 6 and 7. 6 describes a program running in the monitoring module, while FIG. 7 describes a program running in the microcomputer 22.
- the program of the monitoring module shown in FIG. 6 is called up at predetermined time intervals, wherein in an advantageous exemplary embodiment the program part is only called up in at least one of the above-mentioned, specific operating situations.
- the test signal is formed and output to the microcomputer 22 and a test data record or an index defining a test data record is transmitted.
- the test data are read out on the basis of the current operating state (described by accelerator pedal position and engine speed or filling) and alternately selected as a plausible and implausible combination.
- step 102 the torque difference MI D i ff calculated by the microcomputer 22 and, if appropriate, the error counter reading are then read in, and in step 404 it is checked using stored difference values whether the calculated result is correct. If the result is correct, the program is started again with different test data. If the result does not match, an error state is recognized in accordance with step 406 and the program part is ended. Depending on the selected
- an error counter runs in the monitoring module, error measures being taken when its maximum value is reached.
- the monitoring module checks the chronological course of the counter reading and / or the reaching of the maximum value.
- the program part shown in FIG. 7 shows a program that is started in the microcomputer 22 at predetermined time intervals.
- the test variables for the pedal position, the engine speed, the ignition angle and the filling are selected or read in the first step 500 if a test signal is present. If there is no test signal, the measured or calculated actual quantities are read in. A situation is described below in which a test signal is present. In normal operation, the program runs accordingly, except that the actual operating variable values are used instead of the test data.
- step 205 the signal value for the pedal position is subjected to a predetermined filtering.
- step 504 the permissible torque MIZUL is determined on the basis of the test values for pedal position and engine speed and the actual torque MI actual is determined on the basis of the test variables for filling, ignition angle and engine speed. In the subsequent step 506, this becomes
- Differential torque MI D i ff formed as the difference between the actual torque and the permissible torque and after step 508 to the
- step 510 it is checked whether the differential torque is greater than 0. If this is the case, the error counter 512 is increased by 1, otherwise it is decremented (step 514). It is then checked in step 516 whether the error counter has reached its maximum value, wherein if the answer is positive according to step 518, an error is recognized and, if appropriate, a corresponding signal is output to the monitoring module. If the error counter has not yet reached its maximum value, the program is ended and restarted at the specified time. Alternatively, the current error counter status is transmitted.
- a combination of the first and second exemplary embodiments is particularly advantageous.
- the microcomputer 22 the monitoring module both the difference between the
- Torque sizes as well as the error counter transmitted.
- the monitoring module monitors both the bit-precise calculation of the torque difference and the functioning of the error determination, in particular the distinction between plausible and implausible deviations of the permissible from the calculated torque.
- control function for torque setting always runs on the basis of the actual values, so that the operation of the drive unit is not impaired by the test.
- the solution according to the invention is used in the same way, taking into account the corresponding operating size, also in diesel engines.
- the monitoring function is in the described preferred embodiment based on the indexed moment, i.e. of the internal combustion engine in the torque generated by combustion.
- the monitoring and thus also the test are given a different torque value (for example the torque delivered) Fill or load value, a performance value or pedal position and throttle valve position.
- a different torque value for example the torque delivered
- the setting of other operating elements e.g. a vehicle speed controller
- setpoints for external interventions that specify a setpoint torque value
- a setpoint torque value e.g. vehicle speed controller, engine drag torque controller, traction slip control, etc.
- Operating variables eg driving speed, slip, speed, etc. are taken into account in these operating states when determining the permissible torque, and in this way the monitoring and their checking are ensured even in these or for these operating states.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Computer Hardware Design (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19609242A DE19609242A1 (en) | 1996-03-09 | 1996-03-09 | Method and device for controlling a drive unit of a vehicle |
DE19609242 | 1996-03-09 | ||
PCT/DE1996/001898 WO1997033083A1 (en) | 1996-03-09 | 1996-10-02 | Method and device for controlling a vehicle drive unit |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0826102A1 true EP0826102A1 (en) | 1998-03-04 |
EP0826102B1 EP0826102B1 (en) | 2000-01-26 |
Family
ID=7787770
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP96945152A Expired - Lifetime EP0826102B1 (en) | 1996-03-09 | 1996-10-02 | Method and device for controlling a vehicle drive unit |
Country Status (6)
Country | Link |
---|---|
US (1) | US6125322A (en) |
EP (1) | EP0826102B1 (en) |
JP (1) | JP3955328B2 (en) |
KR (1) | KR100412755B1 (en) |
DE (2) | DE19609242A1 (en) |
WO (1) | WO1997033083A1 (en) |
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JP6740812B2 (en) | 2016-08-26 | 2020-08-19 | 株式会社デンソー | Electronic control unit |
JP6631452B2 (en) | 2016-09-23 | 2020-01-15 | 株式会社デンソー | Electronic control unit |
DE102017103147A1 (en) | 2017-02-16 | 2018-08-16 | Infineon Technologies Ag | Alarm handling circuitry and method for handling an alarm |
JP6809408B2 (en) * | 2017-08-01 | 2021-01-06 | 株式会社デンソー | Torque monitoring device and internal combustion engine control system |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS59190441A (en) * | 1983-04-11 | 1984-10-29 | Nissan Motor Co Ltd | Accelerator controller for vehicle |
DE3728561C2 (en) * | 1987-08-27 | 1997-08-21 | Vdo Schindling | Method for checking a monitoring device for a microprocessor |
DE4114999C2 (en) * | 1991-05-08 | 2001-04-26 | Bosch Gmbh Robert | System for controlling a motor vehicle |
DE4237198A1 (en) * | 1992-11-04 | 1994-05-05 | Bosch Gmbh Robert | Method and device for checking a monitoring unit |
DE4438714A1 (en) * | 1994-10-29 | 1996-05-02 | Bosch Gmbh Robert | Method and device for controlling the drive unit of a vehicle |
-
1996
- 1996-03-09 DE DE19609242A patent/DE19609242A1/en not_active Withdrawn
- 1996-10-02 EP EP96945152A patent/EP0826102B1/en not_active Expired - Lifetime
- 1996-10-02 KR KR1019970707986A patent/KR100412755B1/en not_active IP Right Cessation
- 1996-10-02 JP JP53130597A patent/JP3955328B2/en not_active Expired - Lifetime
- 1996-10-02 WO PCT/DE1996/001898 patent/WO1997033083A1/en active IP Right Grant
- 1996-10-02 DE DE59604306T patent/DE59604306D1/en not_active Expired - Lifetime
- 1996-10-02 US US08/952,091 patent/US6125322A/en not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
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See references of WO9733083A1 * |
Also Published As
Publication number | Publication date |
---|---|
JPH11505587A (en) | 1999-05-21 |
KR100412755B1 (en) | 2004-04-28 |
JP3955328B2 (en) | 2007-08-08 |
EP0826102B1 (en) | 2000-01-26 |
US6125322A (en) | 2000-09-26 |
DE59604306D1 (en) | 2000-03-02 |
WO1997033083A1 (en) | 1997-09-12 |
KR19990008456A (en) | 1999-01-25 |
DE19609242A1 (en) | 1997-09-11 |
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