EP1226055A1 - Systeme de freinage pour l'execution automatique d'un freinage dans un vehicule automobile - Google Patents

Systeme de freinage pour l'execution automatique d'un freinage dans un vehicule automobile

Info

Publication number
EP1226055A1
EP1226055A1 EP00975871A EP00975871A EP1226055A1 EP 1226055 A1 EP1226055 A1 EP 1226055A1 EP 00975871 A EP00975871 A EP 00975871A EP 00975871 A EP00975871 A EP 00975871A EP 1226055 A1 EP1226055 A1 EP 1226055A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
determined
curve
speed
yaw rate
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.)
Withdrawn
Application number
EP00975871A
Other languages
German (de)
English (en)
Inventor
Rainer Freitag
Wilfried Huber
Avshalom Suissa
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
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
Priority claimed from DE19962549A external-priority patent/DE19962549C1/de
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1226055A1 publication Critical patent/EP1226055A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0066—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator responsive to vehicle path curvature
    • B60K31/0075—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator responsive to vehicle path curvature responsive to vehicle steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0066—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator responsive to vehicle path curvature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/20—Road shapes
    • B60T2210/24—Curve radius
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration

Definitions

  • the invention relates to a method and a brake system for carrying out an automatic braking process in a vehicle according to the preamble of claim 1.
  • DE 4201142 AI discloses a vehicle speed control device which warns the driver of an impending curve if the current driving speed is greater than the curve limit speed at which the curve can be safely driven through. This is particularly relevant if the driver cannot yet see the upcoming curve. If necessary, an automatic braking operation is carried out in good time before the curve in order to avoid accidents, in order to avoid a critical driving state of the vehicle by entering the curve too quickly beforehand. An upcoming curve can be recognized, for example, by comparing stored road maps with the current position of the vehicle.
  • the curve curvature of the curve traversed by the vehicle is first determined, it being known that the curve radius can be determined therefrom by generating reciprocal values.
  • the desired target course is formed by the center of the lane, which is identical to the curve radius.
  • the center of the lane indicates, so to speak, the path of the vehicle that could be traveled at an adapted vehicle speed.
  • the aim of the present invention is to prevent, as far as possible, that the vehicle leaves the carriageway due to the excessive vehicle speed. To this end, the invention minimizes the maximum transverse distance between the center of the lane and the position of the vehicle determined by the center of gravity of the vehicle.
  • the transverse distance is measured radially to the center of the lane, regardless of whether the center of the lane has a path with a constant radius or not.
  • the maximum transverse distance occurs when the tangent applied to the center of the lane is aligned parallel to the tangent applied to the actual course of the vehicle.
  • a target longitudinal acceleration is determined using a mathematical optimization process. After an optimal value for the longitudinal acceleration has been found, the actual and Long acceleration of the vehicle generates a control signal, so that the vehicle can be decelerated with the target longitudinal acceleration.
  • This method or braking system can be used in addition to existing devices that trigger an automatic braking process, such as ESP or ABS.
  • the ESP system generates a yaw moment around the vertical axis of the vehicle in order to stabilize the driving state.
  • the method according to the invention and the device according to the invention set a specific desired longitudinal acceleration of the vehicle, it being irrelevant here the braking force applied to the individual wheels, so that e.g. During an ESP braking process, the wheels can be subjected to different braking forces, and thus a yaw moment and, at the same time, the required longitudinal acceleration can be set.
  • the entrance to a curve is first detected when a curve curvature is determined. It is then determined whether the vehicle's longitudinal speed is too high.
  • the actual yaw rate is determined by sensors and compared with a determined target yaw rate, with the current vehicle longitudinal speed being too high when the actual yaw rate deviates m from the target yaw rate in an impermissible manner, for example when the difference between the actual values - Yaw rate and target yaw rate exceeds a certain amount.
  • the desired yaw rate is expediently derived from the driver's request, in particular from the steering wheel angle specified by the driver, which is related to the yaw rate via the steering ratio, the vehicle speed, the wheelbase of the vehicle and the self-steering gradient of the vehicle ,
  • the current curve curvature can be estimated from the ratio of the given target yaw rate to the vehicle's longitudinal speed.
  • the middle of the lane is equated with the curve radius, which results from the curve curvature through the creation of reciprocal values. This estimate is justified insofar as it can be assumed that the driver stops the vehicle at the specified curve radius at least at the beginning of the curve.
  • This embodiment is characterized by a simple mode of operation with sufficient accuracy.
  • the current curvature can also be advantageous to determine the current curvature from a measurement.
  • Such measurements can be carried out, for example, with the aid of optical detection devices such as Cameras are carried out, the actual yaw angle of the vehicle preferably being determined in relation to the edge of the lane or the center of the lane.
  • This version is characterized by a high degree of accuracy, which means that the vehicle limit range can be determined more precisely and thus a higher degree of safety when driving through curves.
  • the curvature of the curve can also be determined by determining the exact vehicle position and comparing it with the current route profile, which can be stored, for example, as an electronic map.
  • the position of the vehicle can be determined with the aid of a location system, for example GPS.
  • 1 is a schematic representation of several trajectories of vehicles entering a curve or passing through the curve
  • FIG. 3 shows a schematic illustration of a first exemplary embodiment of a brake system
  • FIG. 4 shows a schematic illustration of a second exemplary embodiment of a brake system.
  • FIG. 1 shows a number of vehicles 1, 1 ', l 1 ' which are shown schematically by their centers of gravity and which after entering m move a curve 2 along different tracks 3, 4, 4 '.
  • a first vehicle 1 moves at a vehicle longitudinal speed v that does not exceed a physically determined curve-dependent limit speed, ideally along the center 3 of the lane shown with a dashed line, which lies, for example, on the curve radius R of the curve 2 to be traveled.
  • a conventional, second vehicle 1 ' in which an automatic braking process according to the invention does not take place and which enters the curve at a vehicle speed above the limit speed v' m, moves, for example, along the path 4 shown in broken lines.
  • This vehicle 1 ' can make the curve due to the vehicle speed v 'being too high, do not drive through and is driven in deviation from the ideal track 3 m in the direction of the outside of the curve, which, for example, leads to the vehicle 1' leaving the paved track.
  • FIG. 1 shows a third vehicle 1A in which an automatic braking operation can be carried out according to the present invention.
  • the vehicle 1 ′′ also travels into the curve em at a vehicle longitudinal speed v 1 ′ that is above the limit speed. In this situation, an automatic braking process is carried out with the aim of keeping the vehicle 1 ′′ as far as possible on the road.
  • the curve curvature p is first determined in a first method step 5. This can be done, for example, using an estimate for the curve curve
  • the curve curvature p in such a way that the position of the vehicle with the aid of a location system, e.g. GPS, is determined and the curvature p is determined by evaluating a stored road map as a function of the current vehicle position.
  • the curve curvature p can also be measured directly, e.g. with an optical detection device (not shown) on the vehicle 1'A, for example a camera.
  • step 6 of the method it is determined whether the current vehicle speed v ′′ is greater than a curve-dependent limit speed.
  • yaw rate ⁇ “ which is determined, for example, by sensors, and a target yaw rate
  • the target yaw rate ⁇ “// represents the driver's request and can be taken from context, for example
  • the wheelbase L of the vehicle the steering wheel angle ⁇ , the vehicle's longitudinal speed v '' and the self-steering gradient EG of the vehicle
  • step 6 If it is determined in method step 6 that the vehicle is not moving the curve at an excessive vehicle longitudinal speed m, a branch is made to step 5 (branching "neg” m FIG. 2). Otherwise, step 7 is carried out (branch "pos" in FIG. 2), in which a target Long deceleration a, _ : 1 is determined, with which the vehicle 1 '' is then decelerated by an automatic braking process.
  • the target longitudinal acceleration a X; Jüll is determined in such a way that the transverse distance ⁇ y between the lane center 3 and the actual movement path 4 of the vehicle 1 ′′ ′ radially to the lane center 3 is measured at the point at which it reaches its maximum ⁇ y ma ⁇
  • the maximum deviation ⁇ y "between the desired path along the lane center 3 and the actually driven lane 4 is minimized in order to be able to drive the vehicle 1" through the curve as close as possible to the lane center 3 and to make an agreement to prevent as far as possible from the paved road.
  • A indicates the Kurswmkel, ie the angle between the current actual direction of the vehicle 1 l 'along the web 4 and represents the desiredsecuritys ⁇ chtung along the lane center.
  • the course angle ⁇ thus results from the angle between the tangent to the lane center 3 and the tangent to the path 4 (FIG. 1);
  • a y represents the acceleration of the vehicle 1 ′′ transversely to the direction of travel (y direction).
  • the determination of the target longitudinal acceleration a x , S oi ⁇ is an optimization problem that can be solved using various methods.
  • equation (4) can be integrated from this because:
  • This determination method is based on a 2-point boundary value problem, with a first point at time t . when entering m, curve 2 and a second point when the end time t e has been reached at which the automatic braking process is ended (hypothetical end point of the curve).
  • the initial speed v 0 ′′ at which the vehicle 1 ′′ is entering the curve is recorded and stored for further calculation.
  • the end time t e is reached when the vehicle 1 ′′ takes the maximum transverse distance ⁇ y max from the lane center 3. Because of the automatic braking process, it then has a final speed V e '' which is lower than V o '.
  • the automatic braking process gear ended and the vehicle 1 '' can continue to be driven on a track with a radius that corresponds at least to the curve radius R.
  • the final speed V ′′ is so low that a track with a smaller radius than the radius R can also be driven, so that the vehicle 1 ′′ can again be steered in the direction of the center of the lane 3 (see FIG. 1).
  • the target longitudinal acceleration av , 3 __ ⁇ can be determined.
  • additional boundary conditions are expediently taken into account.
  • the condition is formulated that the course angle ⁇ ⁇ is equal to zero both at the beginning of the corner entry (time t 0 ) and at the hypothetical end point of the curve (time t_).
  • the target longitudinal acceleration a, jl can then be determined as a function of the initial speed v 'of the current vehicle speed v'', the usable friction coefficient ⁇ and the curve curvature p.
  • ⁇ is the current distance of the vehicle from the hypothetical curve end point (which is reached at time A) poses.
  • v is the cornering speed
  • the target longitudinal acceleration a x so _ ⁇ is determined by using equations (24) to (27) m equation (23).
  • step 8 follows step 5 again.
  • the brake system 10 has a regulating and control unit 11, to which the variables necessary for calculating the desired longitudinal acceleration a x , Sü n are fed via several inputs 12.
  • the regulating and control unit 11 On the output side, the regulating and control unit 11 generates an actuating signal 13, which can be present in a conventional hydraulic braking device, for example in the form of the braking pressure P B to be set or a braking force F B (FIG. 3).
  • the control signal 13 is compared with the driver brake pressure specified by the driver on an operating element 14, for example the brake pedal, and the signal 15 determined therefrom is forwarded to an driving dynamics control or control device 16 (for example ESP controller or ABS controller).
  • an driving dynamics control or control device 16 for example ESP controller or ABS controller.
  • the driver's braking request can be given priority and, for example, a deceleration required according to the driver's braking request is initiated or controlled by the vehicle dynamics control unit 16. adjusted.
  • the brake system 10 is designed in the manner of a so-called "brake-by-wire" brake system, for example as an electrohydraulic brake system (EMS) or electromechanical brake system (EMB).
  • the driver's braking request is output directly via a specification device 21 as the driver acceleration signal 22 corresponding to the desired driver longitudinal acceleration.
  • the regulating and control unit 11 can therefore also directly output the calculated target longitudinal deceleration a IrS0 u as a control signal 13, so that the signal 15 for the driving dynamics control or control device 16 is also present in the form of a signal corresponding to the acceleration value to be set, this acceleration value can then be adjusted or controlled.
  • the driver's braking request can also be treated with priority in this embodiment, before the braking request of the regulating and control unit 11, for example if the driver's longitudinal acceleration is greater in magnitude than the desired longitudinal acceleration av, 30 n.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé et un système de freinage pour l'exécution d'un freinage automatique dans un véhicule automobile. L'invention vise à augmenter la sécurité dans les virages. A cet effet, la courbure réelle des virages est déterminée et il est décidé, en fonction d'elle, si la vitesse longitudinale effective du véhicule est trop élevée. Dans ce cas, l'accélération longitudinale de consigne est définie de façon à réduire au minimum l'écart transversal maximal du véhicule au centre de la voie. Les signaux de réglage correspondants sont déterminés par une unité de réglage et de commande et utilisés pour la régulation ou la commande de l'accélération longitudinale.
EP00975871A 1999-11-03 2000-10-17 Systeme de freinage pour l'execution automatique d'un freinage dans un vehicule automobile Withdrawn EP1226055A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19952784 1999-11-03
DE19952784 1999-11-03
DE19962549 1999-12-23
DE19962549A DE19962549C1 (de) 1999-11-03 1999-12-23 Verfahren und Vorrichtung zur Durchführung eines automatischen Bremsvorgangs bei Kurvenfahrt
PCT/EP2000/010193 WO2001032484A1 (fr) 1999-11-03 2000-10-17 Systeme de freinage pour l'execution automatique d'un freinage dans un vehicule automobile

Publications (1)

Publication Number Publication Date
EP1226055A1 true EP1226055A1 (fr) 2002-07-31

Family

ID=26055435

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00975871A Withdrawn EP1226055A1 (fr) 1999-11-03 2000-10-17 Systeme de freinage pour l'execution automatique d'un freinage dans un vehicule automobile

Country Status (3)

Country Link
EP (1) EP1226055A1 (fr)
JP (1) JP2003512971A (fr)
WO (1) WO2001032484A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4797284B2 (ja) * 2001-06-12 2011-10-19 マツダ株式会社 車両用制御装置
JP3900099B2 (ja) * 2003-03-20 2007-04-04 日産自動車株式会社 車線逸脱防止装置
JP3873919B2 (ja) 2003-03-20 2007-01-31 日産自動車株式会社 車線逸脱防止装置
FR2905333B1 (fr) * 2006-08-30 2008-11-28 Renault Sas Procede de repartition d'un couple de consigne sur les roues d'un vehicule automobile hybride
CN103413460B (zh) * 2013-07-17 2016-01-20 北京航空航天大学 一种基于车路协同的弯道行车预警方法
JP6293213B2 (ja) * 2016-08-01 2018-03-14 三菱電機株式会社 車線区画線検知補正装置、車線区画線検知補正方法、及び自動運転システム
JP2021075122A (ja) * 2019-11-07 2021-05-20 日産自動車株式会社 走行支援装置の走行支援方法、及び走行支援装置
DE102020100943A1 (de) * 2020-01-16 2021-07-22 Valeo Schalter Und Sensoren Gmbh Verfahren zur Bestimmung des aktuellen Querneigungswinkels einer Fahrbahn

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Publication number Priority date Publication date Assignee Title
JP3340941B2 (ja) * 1997-06-12 2002-11-05 富士重工業株式会社 走行路曲率半径検出装置
JP2002537542A (ja) * 1997-08-25 2002-11-05 マンネスマン ファウ デー オー アクチエンゲゼルシャフト 制御対象物を突き止めるための方法および装置
JP4037506B2 (ja) * 1998-03-12 2008-01-23 富士重工業株式会社 車両運動制御装置
DE19821803A1 (de) * 1998-05-15 1999-11-18 Daimler Chrysler Ag Verfahren und Vorrichtung zur Längsgeschwindigkeitssteuerung eines Kraftfahrzeuges
DE59914189D1 (de) * 1998-08-08 2007-03-29 Volkswagen Ag Verfahren zur Bestimmung des Kurvenradius einer Fahrbahn

Non-Patent Citations (1)

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Title
See references of WO0132484A1 *

Also Published As

Publication number Publication date
JP2003512971A (ja) 2003-04-08
WO2001032484A9 (fr) 2001-11-22
WO2001032484A1 (fr) 2001-05-10

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