Source: http://www.google.ca/patents/US20070135179
Timestamp: 2017-11-21 14:02:13
Document Index: 432958193

Matched Legal Cases: ['art 15', '§15', '§15', 'art 15', '§15', '§15', 'art 15', '§15']

Patent US20070135179 - System for conserving battery life in a battery operated device - Google Patents
An electronic tire maintenance system is provided for measuring a parameter of a device at a first location. The system includes a sensor for measuring the device parameter and generating a data signal representing the measured parameter. The system also includes a microprocessor coupled to the sensor...http://www.google.ca/patents/US20070135179?utm_source=gb-gplus-sharePatent US20070135179 - System for conserving battery life in a battery operated device
Publication number US20070135179 A1
Application number US 11/605,825
Also published as US7161476, US7739529, US8151127, US20020075145, US20100127845
Publication number 11605825, 605825, US 2007/0135179 A1, US 2007/135179 A1, US 20070135179 A1, US 20070135179A1, US 2007135179 A1, US 2007135179A1, US-A1-20070135179, US-A1-2007135179, US2007/0135179A1, US2007/135179A1, US20070135179 A1, US20070135179A1, US2007135179 A1, US2007135179A1
Inventors Gordon Hardman, John Pyne, Molly Hardman, David Przygocki, David Coombs, Paul Wilson, Ronald Grush, Philip Loudin, Brett Floyd
Original Assignee Hardman Gordon E, Pyne John W, Hardman Molly A, Przygocki David A, Coombs David M, Wilson Paul B, Grush Ronald C, Loudin Philip B, Floyd Brett W
Patent Citations (31), Referenced by (71), Classifications (16), Legal Events (2)
US 20070135179 A1
a microprocessor coupled to the receiver, the microprocessor periodically partially awakening to determine whether the transmission is likely a FLP by examining the postamble.
2. The system of claim 1, wherein the postamble is Manchester encoded.
3. The system of claim 1, wherein the postamble includes a predetermined number of transitions.
4. The system of claim 1, wherein the microprocessor determines whether the transmission is likely a FLP by determining if the transmission includes a predetermined number of transitions.
5. The system of claim 1, wherein the microprocessor is configured to collect data from a sensor.
6. The system of claim 1, wherein the battery operated device includes a transmitter.
7. The system of claim 6, wherein the postamble shortens the amount of time that the transmitter is ON.
8. The system of claim 6, wherein the postamble increases the amount of time between the FLP and a RLP sent from the battery operated device, allowing the battery operated device enough time to stabilize its transmitter on an appropriate return link channel.
9. The system of claim 6, wherein the transmitter is turned ON only in response to a valid FLP.
10. The system of claim 6, wherein the transmitter uses a successive approximation routine to obtain data from one device out of a plurality of devices.
11. The system of claim 1, wherein the battery operated device only responds to a valid FLP having a specific identification number associated with the device.
12. The system of claim 1, wherein the battery operated device includes a transmitter having a phase locked loop (PLL).
13. The system of claim 12, wherein the postamble increases the amount of time that the battery operated device has to obtain a PLL lock on an appropriate return link channel.
14. The system of claim 12, wherein the postamble shortens the amount of time that the PLL is ON.
15. The system of claim 12, wherein the PLL is turned ON only in response to a valid FLP.
16. The system of claim 12, wherein the microprocessor first examines a beginning portion of the FLP and, if that portion indicates that the transmission appears to be a valid FLP, turns on the PLL, and then reads the rest of the FLP to determine whether the FLP is valid.
17. The system of claim 16, wherein the battery operated device turns OFF the PLL if the FLP is invalid.
18. The system of claim 12, wherein the postamble reduces the amount of time the PLL is ON, thereby saving battery power when the battery operated device is not in the presence of a valid FLP.
19. The system of claim 12, wherein the postamble increases the amount of time between the FLP and a RLP from the battery operated device, allowing the battery operated device enough time to obtain a PLL lock on an appropriate return link channel.
20. The system of claim 1, wherein the battery operated device only responds to the transmission if it is a valid FLP.
21. The system of claim 1, wherein the postamble shortens the amount of time that the receiver is ON.
22. A system for conserving battery life in a battery operated device comprising:
a microprocessor coupled to the receiver, the microprocessor periodically partially awakening to determine whether the transmission is likely a FLP by turning ON the receiver only long enough to determine if the transmission includes a predetermined number of transitions.
23. The system of claim 22, wherein the microprocessor fully awakens to determine whether the transmission is a valid FLP by examining at least a portion of the FLP data.
24. The system of claim 22, wherein the postamble includes a stream of logical zeros.
25. The system of claim 22, wherein the postamble includes a stream of logical ones.
26. The system of claim 22, wherein the ostamble begins with a stream of logical zeros and ends with a logical one.
27. The system of claim 26, wherein the transition from logical zero to logical one signifies the end of the valid FLP.
28. The system of claim 22, wherein the postamble begins with a stream of logical ones and ends with a logical zero.
29. The system of claim 22, wherein the battery operated device includes a transmitter.
30. The system of claim 29, wherein the postamble increases the amount of time between the FLP and a RLP from the battery operated device, allowing the battery operated device enough time to stabilize its transmitter on an appropriate return link channel.
31. The system of claim 29, wherein the transmitter is turned ON only in response to a valid FLP.
32. The system of claim 22, wherein the battery operated device includes a transmitter having a phase locked loop (PLL).
33. The system of claim 32, wherein the postamble increases the amount of time that the battery operated device has to obtain a PLL lock on an appropriate return link channel.
34. The system of claim 32, wherein the postamble shortens the amount of time that the PLL is ON.
35. The system of claim 32, wherein the microprocessor first examines a beginning portion of the FLP and, if that portion indicates that the transmission appears to be a valid FLP, turns on the PLL, and then reads the rest of the FLP to determine whether the FLP is valid.
36. The system of claim 35, wherein the battery operated device turns OFF the PLL if the FLP is invalid.
37. The system of claim 32, wherein the PLL is turned ON only in response to a valid FLP.
38. The system of claim 32, wherein the postamble reduces the amount of time the PLL is ON, thereby saving battery power when the battery operated device is not in the presence of a valid FLP.
39. The system of claim 32, wherein the postamble increases the amount of time between the FLP and a RLP from the battery operated device, allowing the battery operated device enough time to obtain a PLL lock on an appropriate return link channel.
40. The system of claim 22, wherein the postamble shortens the amount of time that the transmitter is ON.
41. The system of claim 22, wherein the battery operated device only responds to the transmission if it is a valid FLP.
42. The system of claim 22, wherein the postamble shortens the amount of time that the receiver is ON.
43. The system of claim 22, wherein the FLP is Manchester encoded.
44. A method for conserving battery life in a battery operated device comprising:
periodically partially awakening; and
determining if the wireless transmission is likely a FLP by determining if the transmission includes a valid postamble.
45. The method of claim 44, wherein the postamble is valid if it includes a predetermined number of transitions.
46. The method of claim 44, further including fully awakening to determine whether the transmission is a valid FLP by examining at least a portion of the FLP data.
47. The method of claim 46, further including responding to the valid FLP via a transmitter.
48. The method of claim 46, wherein a valid postamble increases the amount of time between the FLP and a RLP sent from the battery operated device, allowing the battery operated device enough time to stabilize its transmitter on an appropriate return link channel.
49. The method of claim 46, wherein the battery operated device includes a transmitter having a phase locked loop (PLL).
50. The method of claim 49, wherein a valid postamble increases the amount of time that the battery operated device has to obtain a PLL lock on an appropriate return link channel.
51. The method of claim 49, wherein a valid postamble shortens the amount of time that the PLL is ON.
52. The method of claim 49, wherein a valid postamble reduces the amount of time the PLL is ON, thereby saving battery power when the battery operated device is not in the presence of a valid FLP.
53. The method of claim 49, wherein a valid postamble increases the amount of time between the FLP and a RLP from the battery operated device, allowing the battery operated device enough time to obtain a PLL lock on an appropriate return link channel.
54. A method for conserving battery life in a battery operated device comprising:
targeting a specific device out of a plurality of devices;
transmitting a transmission that includes a postamble;
awakening to a first state to determine whether the transmission is likely a FLP by examining the postamble; and
awakening to a second state if the transmission is likely a FLP.
55. The method of claim 54, further including determining whether the FLP is valid.
56. The method of claim 55, further including responding to the valid FLP.
This application is a divisional of U.S. application Ser. No. 09/916,028, filed Jul. 26, 2001, which is a continuation-in-part (CIP) of U.S. application Ser. No. 09/915,858, filed Jul. 26, 2001, now U.S. Pat. No. 6,630,885, which claims priority to and the benefit of U.S. Provisional Application Ser. No. 60/220,896, filed Jul. 26, 2000. The applicants are claiming priority to and the benefit of all of the above mentioned applications, making the effective filing date of all common subject matter in this application Jul. 26, 2000. Each of the above related applications are assigned to the assignee of the present application.
FIG. 41A and B are a flow chart illustrating Sensor Processing;
In FIG. 1A, the tire tag antenna 20 is illustrated as one of the blocks in the block diagram. However, the inventors have found that for transmission of tire tag signals through either or both of the tire walls and for durability, unique antenna designs for particular implementations are useful. In one embodiment, the tag antenna 20 is a monopole antenna 20A, shown in FIG. 1B, that is potted (i.e., encapsulated in an epoxy, such as Stycast®) and mounted within a rubber tire patch that is permanently bonded to the inside of the tire. In one embodiment, the patch is bonded to the inner wall, which may be the inner liner of a cured tire. The antenna 20A is connected to the tag electronics via a connection 24, as is known in the art. The monopole antenna 20A is a tunable antenna that achieves the same RF signal capability as a dipole configuration, but is smaller in size. The antenna 20A shown in FIG. 1B is not shown in any relative or actual size proportions, but is merely an example. Thus, the monopole configuration enables the manufacture of a much smaller tag having less mass. In the preferred embodiment, the antenna is 2 inches long and made of standard bus wire having a 0.040 inch diameter.
FIGS. 1C and 1D illustrate embodiments where the antenna elements 20B are two strips or arms operating in a dipole fashion and connected to the electronics of the tire tag 14. The antenna elements 20B are attached to a rubber patch 39 (shown in FIGS. 2-8) that is permanently affixed to the inside of the rubber tire 10. In order to assure a good connection to the tire, the components of the tag 14 and the antenna 20 first may be encapsulated in an epoxy, such as Stycast®, and then affixed to the rubber patch 39, which is attached to the inside of the tire 10.
In FIGS. 2A-D there is disclosed one embodiment of the tire tag 14 that is potted or encapsulated in a material, such as Stycast® or any other normally used potting material. FIG. 2A is a side view illustrating the printed circuit board 38 having the antenna 20 attached thereto in a plane parallel to the printed circuit board 38. FIG. 2B is a plan view of the novel potted tire tag 14 while FIG. 2C is a perspective view and FIG. 2D is an end view. Note that the base 13 of the tire tag 14 is elongated and generally ovate in shape and has a recess 15 therein for mounting on a tire patch 39 as will be disclosed hereafter. The antenna 20 is under an elongated extension 20A of the PCB 38.
FIG. 3 illustrates another embodiment of the tire tag 14 prior to being potted in an epoxy material, such as Stycast®. The tire tag 14 includes a PCB 38 having an elongated extension 20A. Under the elongated extension 20A is the antenna 20, which is generally parallel to the extension 20A. FIG. 3A is a side view, FIG. 3B is a top or plan view, FIG. 3C is a perspective view, and FIG. 3D is an front view.
FIGS. 6E-6F are opposed perspective views that illustrate one embodiment of the present invention when the tire tag 14 has been potted in an epoxy. The potted shape is the same as that shown in FIGS. 2A-2D
FIGS. 7A-7D are similar to the embodiment shown in FIG. 3 with the exception that the base 14A of the tire tag 14 is rectangular instead of oval. The assembly is again potted with the antenna 20 normal to the tire tag printed circuit board 38.
In the embodiment shown in FIG. 12, data is obtained by the interrogator 26 from the tire tags 14 over a wireless RF link (e.g., 29A) operating in the Industrial, Scientific, and Medical (ISM) frequency band (902-928 MHz). Other frequency ranges can be used without departing from the invention. This frequency band is primarily intended for unlicensed transmitters, which have been certified under Part 15 of the Federal Communications Commission Code (47 C.R.F. §15). Many devices such as cordless phones and wireless LANs share the ISM frequency band and the claimed Electronic Tire Management System is designed to coexist and operate robustly among these other devices.
To minimize signal interference, the frequency of the forward link channel (i.e., reader to tag) is varied among several of the available RF channels in the ISM frequency band in a pseudo-random manner (frequency hopping). Each forward link command is transmitted on a frequency different than the previous command in a pseudo-random manner to avoid continuous interference from other devices operating in this frequency band. Frequency hopping also allows the system to transmit the maximum signal radiation (+36 dBM) under 47 C.R.F. §15. The 902-928 MHz ISM frequency band was selected in part because these frequencies were determined to be efficient in radiating signals through the tire wall. In one embodiment, the preferred frequency for radiating forward link data through the tire wall is 915 MHz. While lower frequencies may be used, they provide narrower bandwidth.
The tire tag 14 is shown in more detail in FIG. 13. The illustrated tag 14 includes a temperature sensor 72 and a pressure sensor 74. It could, of course, include other sensors for determining other tire parameters, such as the number of tire rotations. One purpose of temperature sensor 72 is to enable the data from pressure sensor 74 to be corrected to a reference cold-fill pressure (e.g., the pressure at sea level at 20° C. (68.0° F.)). In one embodiment, the temperature sensor 72 is manufactured by National Semiconductor, model LM60BIM3. The pressure sensor 74 is used to sense changes in pressure that may be used for long term tracking and recording purposes. In one embodiment, the pressure sensor is manufactured by Sensym, model SCC 100AHO-GF. The tire tag 14 also includes an amplifier 76 for amplifying the analog signals from the temperature sensor 72 to produce an amplified temperature signal 80, which is supplied to and stored in the RAM memory of the microcontroller 84. The tag 14 further includes an amplifier 78 for amplifying the analog signals from the pressure sensor 74 to produce an amplified pressure signal 82, which is supplied to and stored in the RAM memory of the microcontroller 84. Microcontroller 84 supplies sensor voltage 86 to the sensors 72, 74 at the appropriate time. In one embodiment, the sensors 72, 74 produce analog outputs that are supplied to the microcontroller 84, which performs analog-to-digital (A/D) conversion on the sensor data for subsequent processing and storage. In another embodiment, the sensors 72, 74 produce digital outputs in a well know manner that can be directly read by the microcontroller 84 and stored in its RAM memory.
Microcontroller 84 communicates with RF transmitter 88 through signal lines 90. RF transmitter 88 is in communication with tag antenna 92 (which corresponds with tag antenna 20 of FIG. 1A). The tire tag 14 is supplied with power by a power source 94 such as, but not limited to, lithium batteries; however, other acceptable batteries can be used. In one embodiment, the power source 94 includes two ½ AA, 3.6 volt, 1.2 Amp Hour (Ah) Lithium batteries, produced by Tadiran Lithium Batteries.
Pressure readings—the RTs 30 have the capability to read the pressure of the tire 10, i.e., read the internal air pressure in pounds per square inch (psi) in the tire/wheel cavity. RTs 30 can also calculate the equivalent cold-fill pressure (e.g., the pressure at 20° C./68° F).
Preferably, the tire tag 14 is cost effective, uses low power, and complies with FCC Part 15 (47 C.R.F. §15). The maximum allowable power (in free space) without spectrum spreading is −1 dBM. The return link (i.e., tag to reader) has the capability of transmitting on any one of several available radio frequency channels. This provides the tag 14 with a means for avoiding signals from interfering devices. In one embodiment, the tag 14 responds to FLPs on each of the different return link channels, sequentially. In another embodiment, the RT 30 monitors the return link channels and commands the tag 14 to transmit on the channel having the least amount of interference. For autonomous transmission (AT), the tag 14 has the option of transmitting return link packets (RLPs) on any or all of the return link channels.
Under 47 C.R.F. §15, using spread spectrum transmission (i.e., frequency hopping), the maximum allowable power that can be radiated in free space is +36 dBM (without using spread spectrum transmission, the maximum allowable power in free space is −1 dBM). In the forward link, the amount of power transmitted is measured just outside of the tire wall. However, in one embodiment, 10 to 15 dBM is lost by transmitting FLPs through the tire wall. In addition to attenuation resulting from transmission through the tire wall, additional attenuation may occur due to interference from other tires and/or parts of the vehicle 12.
Fifty forward link channels were selected in part due to FCC Part 15 (47 C.R.F. §15), which specifies 50 channels as the minimum; however, it is apparent that more than 50 channels could be used in this spread-spectrum system. Similarly, the 4 return link channels used for sending data from a tag 14 to a RT 30 may also be varied to a different number of channels.
Moreover, if the temperature and inflation pressure was measured at time t2, and if the temperature at time t1 was known, the pressure at time t1 could be easily calculated. To go one step further, if time t1 is the time at which the tire in question was initially inflated and was at an ambient temperature (which, for explanation purposes is assumed to be 200 Celsius), and if the temperature and pressure at time t2 represent the operating condition of the tire after having been in service for some arbitrary period of time, then the Equivalent Cold-Fill Inflation Pressure (PI in this instance) can be calculated from the previous equation. This value can then be compared to the Target Cold-Fill Inflation Pressure as specified by the tire manufacturer for that tire to determine if the tire is properly inflated.
Consider two tires operating on the same vehicle that are both inflated initially to 100 psi Target Cold-Fill Inflation Pressure and that these measurements are done at 20° Celsius using the same calibrated pressure gage. Place the vehicle into service and after some considerable period of time (perhaps 3 days) measure the Hot-Inflation Pressure with the same calibrated pressure gage. A typical result may be that both tires indicated Hot-Inflation Pressures of 117 psi. Since both tires indicate the same Hot-Inflation Pressure and no tire temperature information is known, it might be assumed that:
In fact, the situation may be very grave. It may be that the first tire matches the above assumption, and has an Equivalent Cold-Fill Inflation Pressure of 100 psi and a corresponding tire chamber temperature of about 65° Celsius, a perfectly normal condition for the operation circumstances described. Tire number two, however, may actually have a puncture that has allowed the tire to bleed some air. Because it has lost air, it is under-inflated and it is now doing more work and has heated up the air chamber to a temperature of about 97° Celsius. That higher temperature causes a higher pressure (per the equation above) and so the Hot-Inflation Pressure reading is truly 117 psi. However, the combination of 97° Celsius and a Hot-Inflation Pressure of 117 psi yields an Equivalent Cold-Fill Inflation Pressure of no greater than 90 psi.
FIGS. 18-20 are graphs illustrating data from actual tire measurements which illustrate the problem of trying to calculate the Cold-fill Inflation Pressure. Consider, for instance, the data representing LF fffc 17 tire (left front) on all three graphs. Note that the reported hot pressure in the graph in FIG. 19 is between approximately 111 and 117 psi. This is an acceptable hot pressure. Note, however, the reported hot temperature, in FIG. 20, for the left front tire is very high, between about 160° and 180° F. The graph of FIG. 20 shows that the calculated cold inflation pressure of that tire is between 91 and 94 psi, an unacceptable condition illustrating that a problem has occurred with that tire.
P vp=(2.4×10ˆ−6)*eˆ[0.0433 (Temp+273)] (in SI units)
P atmos=(6.6×10ˆ−9)*(Elevˆ2)−0.00053*Elev+14.69 (in SI units)
Use of the word “current” herein indicates the current (measured) hot temperature or pressure of a tire, as opposed to the ambient (cold ) pressure or temperature of a tire. FIG. 25 shows history data, including current temperature data (Temperature), calculated Cold-fill Pressure data (Cold-fill), and current gauge pressure data (Gauge) over a certain time period, for a specific tag (SN 16776728) on the Left Front (LF) of the vehicle “Temp Vehicle”. FIG. 26 shows a graphical display of the tag data, including Cold-fill Pressure data and current temperature data over a certain time period.
US5611875 * 30 Aug 1994 18 Mar 1997 Bachhuber; Anthony A. Automotive tire inflation system
US5952568 * 20 Oct 1998 14 Sep 1999 Bedell, Jr.; Peter Combination gas cap and digital tire pressure gauge
US6065511 * 11 Sep 1998 23 May 2000 Mcclintock; Gene Vehicle fueling system
US6181259 * 3 Mar 2000 30 Jan 2001 Nec Corporation Vehicle-mounted device with sleep function for use in road-to-vehicle communication system
US6243461 * 2 Jun 1998 5 Jun 2001 Winbond Electronics Corp. Caller-identification receiving apparatus
US6340930 * 7 Mar 2001 22 Jan 2002 Trw Inc. System and method for monitoring a condition of a vehicle tire
US6836472 * 26 Apr 2002 28 Dec 2004 Micron Technology, Inc. Radio frequency data communications device
US6885296 * 24 Jul 2003 26 Apr 2005 Bridgestone/Firestone North American Tire, Llc Electronic tire management system
US7085595 * 16 Dec 2003 1 Aug 2006 Intel Corporation Power saving in a wireless local area network
US7161476 * 26 Jul 2001 9 Jan 2007 Bridgestone Firestone North American Tire, Llc Electronic tire management system
US7310535 * 29 Mar 2002 18 Dec 2007 Good Technology, Inc. Apparatus and method for reducing power consumption in a wireless device
US7415624 * 2 May 2007 19 Aug 2008 Cisco Technology, Inc. System and method for saving power in a wireless network by reducing power to a wireless station for a time interval if a received packet fails an integrity check
US7944346 * 26 Mar 2008 17 May 2011 The Goodyear Tire & Rubber Company Data gathering system for fleet management
US8289144 * 28 Nov 2008 16 Oct 2012 Silicon Valley Micro C Corp. Tire parameter monitoring system with sensor location using RFID tags
US9080438 * 2 Apr 2012 14 Jul 2015 James N. McCoy Wireless well fluid extraction monitoring system
US9489551 22 May 2013 8 Nov 2016 Compagnie Generale Des Etablissements Michelin Method for reading data stored in an electronic device for a tyre
US20080238678 * 26 Mar 2008 2 Oct 2008 Jose Orlando Gomes De Castro Data gathering system for fleet management
US20090109011 * 13 Mar 2008 30 Apr 2009 E-Innotech Co., Ltd. Head-up display system embedded in vehicle
US20090258641 * 6 Dec 2008 15 Oct 2009 Toshiba America Research, Inc. Multi-interface parsable mobile devices (pmd) for energy conservation and services enhancement
US20100134269 * 28 Nov 2008 3 Jun 2010 Silicon Valley Micro C Corporation Tire parameter monitoring system with sensor location using RFID tags
US20120203491 * 3 Feb 2011 9 Aug 2012 Nokia Corporation Method and apparatus for providing context-aware control of sensors and sensor data
CN104284788A * 22 May 2013 14 Jan 2015 米其林集团总公司 Method for reading data stored in an electronic device for a tyre
WO2009131630A2 * 13 Apr 2009 29 Oct 2009 Kabushiki Kaisha Toshiba Split-able mobile device having multi-interface mobile device and pre-associated peer partner
WO2009131630A3 * 13 Apr 2009 17 Dec 2009 Kabushiki Kaisha Toshiba Split-able mobile device having multi-interface mobile device and pre-associated peer partner
U.S. Classification 455/574, 340/447, 340/693.3
International Classification B60C23/00, G08B23/00, H04B1/38, B60C23/04
Cooperative Classification B60C23/0452, B60C23/0433, B60C23/0493, B29D2030/0072, B60C23/0444
European Classification B60C23/04E1, B60C23/04C6D2F, B60C23/04C6D1F, B60C23/04C6D
Owner name: BRIDGESTONE/FIRESTONE, INC.,OHIO
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:HARDMAN, GORDON E.;HARDMAN, MOLLY A.;COOMBS, DAVID C.;AND OTHERS;SIGNING DATES FROM 20010820 TO 20010921;REEL/FRAME:024129/0030
Owner name: BRIDGESTONE/FIRESTONE NORTH AMERICAN TIRE, LLC,OHI
Free format text: MERGER;ASSIGNOR:BRIDGESTONE/FIRESTONE, INC.;REEL/FRAME:024129/0154
Owner name: BRIDGESTONE FIRESTONE NORTH AMERICAN TIRE, LLC,OHI
Free format text: CHANGE OF NAME;ASSIGNOR:BRIDGESTONE/FIRESTONE NORTH AMERICAN TIRE, LLC;REEL/FRAME:024129/0251
Owner name: BRIDGESTONE AMERICAS TIRE OPERATIONS, LLC,OHIO
Free format text: CHANGE OF NAME;ASSIGNOR:BRIDGESTONE FIRESTONE NORTH AMERICAN TIRE, LLC;REEL/FRAME:024129/0422