EP0032607B1 - Fahrpreisberechnungs- und Fahrdienstleitungsverfahren - Google Patents

Fahrpreisberechnungs- und Fahrdienstleitungsverfahren Download PDF

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Publication number
EP0032607B1
EP0032607B1 EP19800300185 EP80300185A EP0032607B1 EP 0032607 B1 EP0032607 B1 EP 0032607B1 EP 19800300185 EP19800300185 EP 19800300185 EP 80300185 A EP80300185 A EP 80300185A EP 0032607 B1 EP0032607 B1 EP 0032607B1
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European Patent Office
Prior art keywords
time
fare
vehicle
station
vehicles
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EP19800300185
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English (en)
French (fr)
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EP0032607A1 (de
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Dwight M. Baumann
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Individual
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Individual
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Priority to DE8080300185T priority Critical patent/DE3071659D1/de
Priority to EP19800300185 priority patent/EP0032607B1/de
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
    • G07B13/00—Taximeters

Definitions

  • the present invention relates to fare computation and dispatching methods or similar computational applications, being more particularly concerned with adapting taxi meters and the like to accommodate simultaneous and overlapping customers with varied pick-up and delivery locations, and with automatically provided sophistication and equitably proper control and/or corrections for such factors as time of day, traffic conditions, minimal routing and the like. While hereinafter described with reference to the illustrative and preferred application to taxi operations, it should be understood that the concepts and techniques here-involved may also be applied to other applications, as well, where the features or some of the features of the invention may also be desired.
  • This article discloses a dial-a-ride system which lessens the burden of control room personnel and offers door-to-door service on demand using shared vehicles with dynamically changing routes.
  • pick-ups and deliveries are relayed to the drivers via two-way mobile radios.
  • the dispatcher in the control room who interrogates a computer to obtain the vehicle's next destination.
  • the invention thus, introduces compensations and corrections based upon the particular routes and time of day with its differing traffic and similar circumstances, and, in addition, may select the most expeditious, economical or otherwise suitable routes for the driver to take consistent with the best service to the customer-again from centralized stored information elicited when the pick-up and destination points are communicated to the central computing and controlling head- quarters.
  • a further object is to provide a technique whereby real-time indications may be provided to the central station of various taxicab mechanical data such as engine temperature, oil temperature and oil pressure, as well as such data as how many seats in the taxicab are occupied.
  • a further object is to provide a system wherein emergency signals can be provided to the central station and which may be inconspicuously communicated by the taxicab operator to indicate, for example, that police aid is desired.
  • a further object is to provide such a novel method and system that may be applicable to other vehicular and related control applications, as well, wherein advantages and functions similar to those attained by the invention in taxi usages may be desired.
  • this invention embraces a method of fare computation and dispatching referred to herein as the Ride Shared Vehicle Paratransit System (RSVP System), and comprising storing information in a computer at a central control station relating to routes and distances between street addresses and historical data as to time for normal transit therebetween under different times of day and traffic conditions; peripherally interfacing with the central control station through communication links with moving vehicles; communicating pick-up and deposit addresses along such links to the central control station from each vehicle for each hire thereof; calculating fares and estimating times of transit using said stored information; characterised by transmitting along said links, said calculated fares and estimated times of transit selectively addressed to the corresponding vehicle; and receiving and automatically displaying said transmitted fares and times at the respective vehicles, the displaying step including simultaneously displaying pluralities of fare and corresponding time data at the vehicles transmitted for over- lapping hires.
  • RVP System Ride Shared Vehicle Paratransit System
  • the Central Control Station of Figure 1 serves as the focal point for all operations, which includes the following basic hardware components:
  • the Operation Console 2b of the Central Computer 2a consisted of a hard copy terminal equipped with a paper tape reader/punch, used for entering programs and for monitoring computer operations. All programs were developed by using a disk based operating system with text editing capabilities; however, after development, the system programs function independently of the operating system.
  • Secondary storage at 1 for the system was provided by a moving-head cartridge disk system containing one fixed disk and one removable disk cartridge, each of which had a 2.5 million word capacity.
  • the disk system was completely compatible with DEC hardware and software.
  • vendor software protection features permitted using the device to store operating system files in addition to storing the hash-coded Address-Coordinate File and the Time/Distance File.
  • the Dispatch Console of the Central Control station 3a and 3b may be used to enter origin or pick-up and destination or deposit address data and to display operating information (e.g. fares, estimated trip times for each hire, system messages, vehicle messages).
  • operating information e.g. fares, estimated trip times for each hire, system messages, vehicle messages.
  • the Dispatch Console was the Cathode Ray Tube terminal 3a which stored up to 1920 characters (24 lines of 80 characters) and which had a protected field capability for display in prearranged screen formats.
  • the computer interface for the Dispatch Console 3a and 3b and for the Operations Console 2b was a standard DEC DL11-E asynchronous line interface with modem control capability which permitted demonstrations at remote locations using voice grade telephone lines.
  • Vehicle communications were routed through a special purpose interface with 64-bit (i.e. four word) input/output capability.
  • the interface supported one or two base station transmitters and was capable of adequately communicating with up to 500 vehicles. Since a portion of the interface capacity may be unused, various system display functions may easily be added by connecting interface outputs to a stand-alone static display.-,-For example, the display could indicate emergency conditions without tying up the Operations Console 2b; and the before-mentioned Dispatch Console 3a functions may also be displayed thereon at the central station.
  • the interfacing Command Module 4a and 4b interpret commands, execute commands, and control vehicle communications. They also format the Operations Console display at 3a, check input data for validity, and initialize internal buffers with valid data.
  • the vehicle display may show the trip fare and estimated trip time of each hire generated by the Central Computer, or the fare as determined by the electronic meter in the event of a computer failure, the mode in which fares are calculated by computer being the normal operating mode and the electronic meter capability providing a manual back up.
  • Trip and fare data are continuously accumulated and may be accessed manually or by the computer, with the meter distance fare rate and time fare rate being adjustable to accommodate virtually any fare rate structure.
  • Digital radio transmission along the communications link between the central station and the vehicles may provide the means for computer- based control of the entire fleet, with communications and monitoring capabilities being expandable by incorporating micro-processor techniques.
  • the vehicle. unit operates either in conventional taxi mode or the computer-controlled mode with the latter mode initiated after the digital carrier is detected and the vehicle has been addressed.
  • the transmission along the radio communications link can then be either a system code or the display code.
  • the display is activated with a flag button, though the-display, flag and hold buttons may all be simultaneously activated by a display on (DO) code immediately following the vehicle ID. This action locks out the backup meter.
  • DO sets the display to 00/0000, and indicates that, for example, the next six words sent to the vehicle are the fare and trip time following by an EOM (End-of-message). (If the carrier has not been received for 50 milliseconds, an EOM is assumed).
  • the fare display at 10 remains set until the vehicle operator turns the display off as by depressing the flag button. This will allow separate fares for each trip.
  • the minute display begins to decrement as soon as DO (or vehicle addressed) is received.
  • the normal meter mode can be initiated at any time by depressing the flag button so that, in the event of a communication or computer failure, the meter automatically provides back-up fare calculations.
  • the meter unit 10, and speedometer cable (SC) sensor 8 form the basic vehicle meter, requiring input from the SC sensor and two clock frequencies such as (960 Hz and 1 Hz). It outputs fare increments and 1/10 mile pulses. Fare counters total the fare increments and drive the display unit. The 1/10 mile pulse is used to increment the complete daily (or monthly) mileage on the vehicle.
  • the meter memory may contain the total 1/10 miles, the paid 1/10 miles, the number of flag drops (i.e. trips), the accumulated revenue collected in meter mode and the accumulated revenue collected in computer-controlled mode. Memory capacity may be expanded to permit additional monitoring and the meter memory may be read from the vehicle remotely via computer or with, for example, a key lock rotary selector switch. After the meter memory is read, it may be zeroed.
  • the meter unit will permit fare rate structure adjustments using wire jumpers that determine the cents/minute, cents/mile, and threshold velocity (i.e. the point at which the instantaneous time fare rate is the same as the distance fare rate). Below the threshold velocity, fares are based on time; above, only on distance.
  • the fare jumpers may be sealed to prevent unauthorized adjustments and may be located on the display processor/memory circuit board and set initially by switches.
  • the communication and control hardware for a vehicle to be used in the taxi fleet operated under this mode may consist of a six digit display, electronic fare meter, and digital radio transmission equipment.
  • the display shows the trip fare and estimated trip time generated by the Central Computer, or the fare determined by the electronic meter in the event of a computer failure.
  • Trip and fare data are continuously accumulated in the meter, and may be accessed manually or by the computer and the meter may readily also be adjusted to accommodate virtually any fare structure.
  • Digital radio transmission with unique vehicle addressing, error checking and command control capabilities, will permit efficient computer-assisted control of a taxi fleet.
  • various other sensors may be used including oil pressure, amount of gas, engine temperature, engine vacuum, and other quantities that are good indicators of the vehicle's mechanical status, which can be reported to the base station.
  • Other, more specialized sensors such as set switches to verify occupancy, or hidden panic switches to indicate an emergency by the driver, can be incorporated into the system. This real-time monitoring capability also permit regulatory. agencies to inspect a transit operation effectively from the base station using the monitor console.
  • the display unit may, for example, utilize LED or incandescent two-digit displays for indicating time in minutes, four-digit displays for fares up to $99.99, the hold and flag buttons (which may be illuminated when depressed), and a communication keyboard.
  • the vehicle identification numbers may be switch selectable on the vehicle FSK transmitter and receiver card.
  • Each ID word in the tested system was two bytes long and contained one initial control code nibble and three ID number nibbles.
  • the controlled code specified the function to be performed by the vehicle receiver.
  • Identification numbers were encoded in binary coded decimal (BCD) format.
  • ID numbers may be decoded on the receiver card by sequentially comparing the address bytes. If the first byte received matches the first bank of switches, the decoder is advanced, which in turn activates the second bank of switches. If the second byte matches, the vehicle addressed flag is set. Subsequent data will then be processed and the addressing cycle is completed. The addressed flag is cleared either by dropping the carrier for 50 milliseconds or by sending an end of message (EOM) code.
  • EOM end of message
  • the vehicle ID is encoded on a universal transmitter card (universal because it may be used for the base station as well).
  • the transmitter may be set, by switches or by the computer, to transmit either two bytes for complete identification (contained in two words), or one byte.
  • error, hardware malfunction, emergency, and data out flags are all tied into the first nibble out (switch bank 1, Bits 0-3), which ordinarily would be set to the address code.
  • Sensing elements and status latches may be added to permit transmitting important status conditions as well as the ID number.
  • the start and stop bits can be checked for data over/under run and message completeness, and the parity bit may be used to check data validity. If an error occurs after the addressing words have been received by the vehicle, an error flag is set and returned with the vehicle ID. Error flagging at the base station may be done visually and digitally.
  • a vehicle printer may also be incorporated for printed receipts. In multi-origin/destination applications, the printer would also be used to differentiate between trips.
  • the Dispatcher essentially acts as a switchboard by routing information to and from the interface.
  • the status of interface output bits control the information flow.
  • T Transmit
  • the information is sent along the radio communications link in FSK format to the appropriate vehicle. If the message is received without error, the vehicle response consists of its ID alone. If, however, an error has occurred, an error code is returned with the vehicle ID, an error message is displayed on the CRT 3a, and the message is transmitted again.
  • the basic software includes a vendor-supplied operating system and the Data Base Management System 13 of Figure 2.
  • the system contains a control structure 13 which links processing modules and data files including:
  • the Time/Distance File contains shortest-time-path distances, travel time during uncongested periods, and travel time during congested periods for trips between all possible pairs of traffic zones.
  • the Address-Coordinate File associates state plane coordinates with all street addresses in the service area.
  • the initial service area, in the test system before-mentioned, consists of 100 traffic zones with 2,179 unique streets, and encompasses approximately 17 square miles. System Files require 251,904 words of disk storage.
  • Zone-to-zone time and distance data are obtained from a Time/Distance File which, in the experimental version tested, was originally developed by the South-western Pennsylvania Regional Planning Commission (SPRPC).
  • the file contains shortest-time-path distances, travel times during uncongested periods, and travel times during congested periods for trips between all possible pairs of traffic zones.
  • An Address-Coordinate File also developed by the SPRPC, associates state plane coordinates with all streets addressed in the service area.
  • the time and distance for a trip between a specific origin and destination pair are obtained by adjusting the zone-to-zone time and distance in the Time/Distance File by a correction factor based on the information available in the Address-Coordinate File.
  • the Address-Coordinate File consists of two distinct components: a Street Name File and a Street Segment File.
  • Each Street Name record contains a pointer to a chain of segment records; each segment record contains the state plane coordinates for a particular set of address ranges on the street, and a pointer to a record in the Time/Distance File.
  • Each record in the Time/ Distance File contains travel data for trips from the given origin zone to all other zones. The fare calculation for a specific trip requires obtaining origin and destination coordinates, retrieving and adjusting the appropriate distances and times, computing the fare, and displaying the results.
  • the records in the Street Name File were assigned to disk locations by a hashing algorithm.
  • the initial algorithm simply treated six characters from a street name as three 16-integers and multiplied them together. Sixteen bits were masked from the result and used to specify an absolute disk location for one "bucket". Up to 39 street names can be stored in one bucket without causing overflow. When overflow occurs, the extra records are placed in the first bucket on the track which has been addressed.
  • the distribution from the hashing algorithm is such that there is sufficient overflow space available on each track.
  • the Street Name File may contain:
  • the Time/Distance File may be viewed as an NxN matrix containing information about all possible trips among N zones.
  • Element (i, j) in record i refers to a trip originating in zone i and terminating in zone j.
  • the first two fields in record i contain the state plane coordinates of the centroid of zone i; the third field contains accumulated computed distances for trips within zone i.
  • Each element (i, j) in record i consists of sub-fields that may contain the following:
  • Sub-fields two contains the distance adjustment factor for trips within zone i. Use of special distance and velocity adjustment factors is determined by setting appropriate bits in the flag field.
  • the Address-Coordinate and Time/Distance Files are organized to minimize read/write arm movement when retrieving trip information.
  • the physical disk drive may be divided into cylinders, with four tracks in each cylinder. Read/Write heads can thus be positioned over four tracks simultaneously when a given cylinder is accessed.
  • one track is used for street name records, two tracks for the associated segments of the remaining track for Time/Distance File records, (three per track).
  • assignment of Time Distance records is arbitrary, after operating experience is accumulated, the three most frequently accessed traffic zones for segments in a cylinder may be placed on the available track. This reorganisation will further reduce the arm movement required for fare calculations.
  • the fare for the single-origin/destination trip is calculated on the basis of estimated travel distance and travel time from the centroid-to-centroid distances and times for the specific pairs of traffic zones in the Time/Distance File. This data is adjusted by correction factors to yield estimates for trips between the indicated origin and destination.
  • the metered taxi fare for a single-origin/destination trip can be expressed as where f o is the fixed portion, f c the variable portion, and f the total fare. Since the variable portion is dependent on distance x and time t of the ride, an equitable variable fare will be such that where x, and x 2 are the distances of the two portions of a ride with an intermediate stop while t, and t 2 are the corresponding times. Hence variable fare must be a linear function of distance and time, i.e. where a and b are constant coefficients. Then, the total fare can be expressed as: which is a linear combination of time and distance.
  • the taxi meter charges a fixed fare f c for the "flag drop" and incremental charge c of each hire for every (6) miles travelled or (y) minutes elapsed after pick-up, whichever is reached first.
  • the trajectory of a vehicle is either stationary or moving with a constant speed v>6y.
  • the Fare Module calculates fares and estimated trip times, and places the results in a communication buffer for further processing by the Command Module.
  • Command Module message processing subroutines may be interrupt-driven, and disk files organized to minimize read/write head movement. A count field is reserved in each file record to permit periodic file reorganization based upon record activity.
  • Key program steps for achieving the calculations of the system in Figure 2 are: selection of the appropriate address information from the R.S.V.P. Data Base 13; and forwarding the data from the Data Base to the proper calculation subroutines for distance 2e of Figure 2, time 2c of Figure 2 and trip fare 2d of Figure 2.
  • the fare for a single origin/destination trip is calculated on the basis of estimated travel distance and travel time.
  • the estimates are obtained from the centroid-to-centroid distances and times for all possible pairs of traffic zones in the Time/Distance File stored in the R.S.V.P. Data Base 1. These data are adjusted by correction factors to yield exact figures for trips between a specific origin and destination. Once a trip distance and trip time are determined through simple, conventional calculation techniques, they are used to determine the trip fare.
  • Figure 3 of this application shows a simple flow diagram demonstrating the logic involved in the actual operation of the program.
  • the trip data comprised of the desired origin and destination, is entered into the computer system by the Keyboard 20 of Figure 3. This information is used to retrieve selected information from the disk memory which contains the R.S.V.P. Data Base 1. This selection of the appropriate interzone travel distances and times is achieved using conventional, well known computer programming techniques, and is represented in Figure 3 by block 21.
  • This trip information is applied to subroutines, within the computer system, which are individually programmed to compute the exact fare and exact distance utilizing the pre-programmed arithmetic equations involved in process 23 and process 24. The result of these calculation processes is then applied to the fare calculation subroutine 25, which has within it a preprogrammed arithmetic equation for determining the fare utilizing the results of calculation 23 and calculation 24.
  • the exact arithmetic equation schemes programmed into each subroutine are themselves obvious to one skilled in the art.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)

Claims (7)

1. Fahrpreisberechnungs- und Fahrdienstleistungsverfahren unter Verwendung eines Rechners an einer zentralen Kontrollstation, in welchem Informationen bezüglich der Routen sowie der Entfernung zwischen Straßenadressen und zeitbedingte bzw. historische Daten, wie die normalerweise zu verschiedenen Trageszeiten und unter verschiedenen Verkehrsbedingungen benötigte Fahrzeit zwischen diesen Straßenadressen gespeichert sind, sowie unter Verwendung einer peripheren Verbindung über Kommunikationskanäle zwischen der zentralen Kontrollstation und den mobilen Fahrzeugen, wobei für jedes gemietetes Fahrzeug die Adresse des Fahrbeginns und des Fahrziels über derartige Kommunikationskanäle an die zentrale Kontrollstation übermittelt werden und die geschätzte Fahrzeit in der zentralen Kontrollstation aufgrund der gespeicherten Informationen errechnet wird, dadurch gekennzeichnet, daß die Fahrpreise an der zentralen Kontrollstation errechnet und über die Kommunikationskanäle übertragen werden, daß die errechneten Fahrpreise sowie die geschätzten Fahrzeiten selektiv an das entsprechende Fahrzeug adressiert werden, und daß die übertragenen Fahrpreise und Fahrzeiten an dem entsprechenden Fahrzeugen empfangen und automatisch angezeigt werden, wobei bei dieser Anzeigevorgang gleichzeitig auch mehrere Fahrpreise und die zugehörigen Zeitdaten an den Fahrzeugen angezeigt werden, die für einander sich überschneidende Vermietungen bzw. Inanspruchnahmen übertragen wurden.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die Fahrpreis- und Fahrzeitübertragungen während der Berechnung an der Kontrollstation korrigiert werden, und zwar durch Einführung von Korrekturen für unterschiedliche Verkehrverhältnisse und hieraus resultierende Bedingungen.
3. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die Berechnung durch Update- Änderungen bzw. aktualisierte Änderungen in den Adressen, die von den Fahrzeugen übertragen werden, modifiziert wird.
4. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die Berechnung die Auswahl der optimalen Routen zwischen den Adressen einschließt.
5. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die gespeicherten Zeitdaten von Zeit zu Zeit durch einen Vergleich mit den aktuellen Zeitdaten, die von den Fahrzeugen erhalten werden, korrigiert werden.
6. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß Daten bezüglich der Bedingungen in dem Fahrzeug über die Kommunikationskanäle für eine Anzeige an der Station ebenfalls übertragen werden.
7. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß der Anzeigeschritt die Unterbrechung der Kommunikation sowie der Steuerung mit bzw. von der Station sowie eine lokale Steuerung der Anzeige vom Fahrzeug aus einschließt.
EP19800300185 1980-01-19 1980-01-19 Fahrpreisberechnungs- und Fahrdienstleitungsverfahren Expired EP0032607B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE8080300185T DE3071659D1 (en) 1980-01-19 1980-01-19 Fare computation and dispatching method
EP19800300185 EP0032607B1 (de) 1980-01-19 1980-01-19 Fahrpreisberechnungs- und Fahrdienstleitungsverfahren

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Application Number Priority Date Filing Date Title
EP19800300185 EP0032607B1 (de) 1980-01-19 1980-01-19 Fahrpreisberechnungs- und Fahrdienstleitungsverfahren

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EP0032607A1 EP0032607A1 (de) 1981-07-29
EP0032607B1 true EP0032607B1 (de) 1986-07-16

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Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2542478B1 (fr) * 1983-03-07 1986-10-31 Belou Michel Dispositif de surveillance a distance du fonctionnement des moteurs d'un ensemble de vehicules
GB2152261A (en) * 1984-01-04 1985-07-31 John Thomas Everitt Taximeter remote indicator
FR2559929A1 (fr) * 1984-02-20 1985-08-23 Belletante Guy Dispositif de centralisation informatisee et automatique de la maintenance des engins mobiles
GB8903123D0 (en) * 1989-02-11 1989-03-30 Lewis Roger W D Vehicle monitoring system
EP1100064A1 (de) * 1999-11-10 2001-05-16 Bull HN Information Systems Italia S.p.A. Managementsystem für eine Taxiflotte
JP2001331894A (ja) * 2000-05-19 2001-11-30 Nec Corp 輸送サービスシステムおよび輸送サービス方法
DE102022122664A1 (de) * 2022-09-07 2024-03-07 Antonios Ikonomou-Brinkmann Echtzeitquittungsausstellungsdruckgeräteverfahren, zum Berechnen des auf einem elektronischen Taxameter aufgezeigten Preises einer Taxifahrt

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1590348A (de) * 1968-10-30 1970-04-13
DE2037048B2 (de) * 1970-07-25 1973-05-17 Kienzle Apparate GmbH, 7730 Vülmgen Taxametereinrichtung mit steuerbarer, mehrstufiger tarifumschaltung
CA983624A (en) * 1972-11-03 1976-02-10 Canadian Marconi Company Dispatch system with on-line data processor
CA1060113A (en) * 1974-05-13 1979-08-07 Howard S. White Monitoring system for vehicles

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DE3071659D1 (en) 1986-08-21
EP0032607A1 (de) 1981-07-29

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