CA2256381A1 - Method of joining rail vehicle components and subassemblies by adhesion - Google Patents
Method of joining rail vehicle components and subassemblies by adhesion Download PDFInfo
- Publication number
- CA2256381A1 CA2256381A1 CA002256381A CA2256381A CA2256381A1 CA 2256381 A1 CA2256381 A1 CA 2256381A1 CA 002256381 A CA002256381 A CA 002256381A CA 2256381 A CA2256381 A CA 2256381A CA 2256381 A1 CA2256381 A1 CA 2256381A1
- Authority
- CA
- Canada
- Prior art keywords
- joint
- adhesive
- adhesive layer
- side wall
- component
- 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.)
- Abandoned
Links
- 238000000034 method Methods 0.000 title claims abstract description 44
- 238000005304 joining Methods 0.000 title claims abstract description 30
- 239000000853 adhesive Substances 0.000 claims abstract description 90
- 230000001070 adhesive effect Effects 0.000 claims abstract description 90
- 239000012790 adhesive layer Substances 0.000 claims abstract description 41
- 238000009736 wetting Methods 0.000 claims abstract description 4
- 239000010410 layer Substances 0.000 claims description 11
- 230000009969 flowable effect Effects 0.000 claims description 3
- 239000004823 Reactive adhesive Substances 0.000 claims description 2
- 238000004519 manufacturing process Methods 0.000 abstract description 13
- 238000003466 welding Methods 0.000 description 8
- 229920002635 polyurethane Polymers 0.000 description 6
- 239000004814 polyurethane Substances 0.000 description 6
- 239000011888 foil Substances 0.000 description 5
- 239000000463 material Substances 0.000 description 5
- 230000001681 protective effect Effects 0.000 description 4
- 230000035882 stress Effects 0.000 description 4
- NIXOWILDQLNWCW-UHFFFAOYSA-M Acrylate Chemical compound [O-]C(=O)C=C NIXOWILDQLNWCW-UHFFFAOYSA-M 0.000 description 3
- 238000010276 construction Methods 0.000 description 3
- 238000009417 prefabrication Methods 0.000 description 3
- 230000002787 reinforcement Effects 0.000 description 3
- 238000005482 strain hardening Methods 0.000 description 3
- 239000004821 Contact adhesive Substances 0.000 description 2
- 238000000576 coating method Methods 0.000 description 2
- 239000000126 substance Substances 0.000 description 2
- 239000002699 waste material Substances 0.000 description 2
- 230000032683 aging Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 239000011248 coating agent Substances 0.000 description 1
- -1 cyanoacryl Chemical group 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000003822 epoxy resin Substances 0.000 description 1
- 239000000945 filler Substances 0.000 description 1
- 239000011521 glass Substances 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 150000002500 ions Chemical class 0.000 description 1
- 238000003475 lamination Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 239000004033 plastic Substances 0.000 description 1
- 229920003023 plastic Polymers 0.000 description 1
- 229920000647 polyepoxide Polymers 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000007493 shaping process Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 125000006850 spacer group Chemical group 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D27/00—Connections between superstructure or understructure sub-units
- B62D27/02—Connections between superstructure or understructure sub-units rigid
- B62D27/026—Connections by glue bonding
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
-
- C—CHEMISTRY; METALLURGY
- C09—DYES; PAINTS; POLISHES; NATURAL RESINS; ADHESIVES; COMPOSITIONS NOT OTHERWISE PROVIDED FOR; APPLICATIONS OF MATERIALS NOT OTHERWISE PROVIDED FOR
- C09J—ADHESIVES; NON-MECHANICAL ASPECTS OF ADHESIVE PROCESSES IN GENERAL; ADHESIVE PROCESSES NOT PROVIDED FOR ELSEWHERE; USE OF MATERIALS AS ADHESIVES
- C09J5/00—Adhesive processes in general; Adhesive processes not provided for elsewhere, e.g. relating to primers
- C09J5/04—Adhesive processes in general; Adhesive processes not provided for elsewhere, e.g. relating to primers involving separate application of adhesive ingredients to the different surfaces to be joined
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Abstract
The invention concerns a method of joining rail vehicle components and subassemblies by adhesion. This method combines the application of an adhesive which imparts permanent strength but hardens over a relatively long period of time with the application of an adhesive which rapidly imparts handling strength, complicated configurations of the joins to be stuck and high expenditure on equipment having to be avoided, manufacturing tolerances having to be compensated and specific minimum adhered join thicknesses having to be observed. Furthermore, the wetting with adhesive on selected join faces is to be restricted, without having to remove and dispose of the marginal borders.
This problem is solved in that a rapidly adhering and inherently dimensionally stable first adhesive layer (4) is applied to first join faces (2.1, 3.1), and a second adhesive (5) which takes longer to harden is applied to second join faces (2.2, 3.2). The components are joined before or after the second adhesive layer (5) is applied, the first adhesive layer (4) rapidly imparting handling strength and maintaining a predetermined join spacing, whilst the second adhesive layer (5) fills the set join spacing and, after hardening, imparts permanent strength. The adhesive used for the first adhesive layer (4) is also used as a residual marginal border.
This problem is solved in that a rapidly adhering and inherently dimensionally stable first adhesive layer (4) is applied to first join faces (2.1, 3.1), and a second adhesive (5) which takes longer to harden is applied to second join faces (2.2, 3.2). The components are joined before or after the second adhesive layer (5) is applied, the first adhesive layer (4) rapidly imparting handling strength and maintaining a predetermined join spacing, whilst the second adhesive layer (5) fills the set join spacing and, after hardening, imparts permanent strength. The adhesive used for the first adhesive layer (4) is also used as a residual marginal border.
Description
CA 022~6381 1998-11-27 Des¢ription Method of Joining Rail Vehicle Components and 8ubas~emblie~ by Adhe~ion The invention concerns a method for joining rail vehicle components and subassemblies by adhesion.
In the manufacture of rail vehicles, attempts are increasingly made to replace frictionally or form-locking welded, riveted or screw connections that transmit complex stresses with equally good adhesive connections. It is known that subassemblies joined by adhesion can attain permanent strength properties that are particular to rail vehicles with one or two-component polyurethane adhesives. A significant disadvantage of using adhesives of this type lies therein that they require a specific joint thickness as well as defined hardening times before they obtain a strength that enables handling, transportation and further processing of the joined subassemblies, so that long fixing times must be observed while maintaining a defined joint pressure. On the other hand, adhesives that enable very short fixing times, such as acrylate adhesives, are often not resistant to aging and are unable to ensure uniform permanent strength properties.
To shorten technological fixing times, DE 35 25 830 A1 proposes that thin-walled carriage bodies be joined by adhesion thereby that a main adhesive that hardens over a longer period of time and supports permanently (e.g. a strip-like strand of a two-component adhesive) is applied to one of the elements, that the elements to be joined are then brought together and joined under pressure and that a quick-setting CA 022~6381 1998-11-27 adhesive (e.g. a cyanoacryl-based quick-hardening one-component adhesive) is then applied under joining pressure between the elements in the joint area adjacent to the main adhesive, whereby the quick-setting adhesive can already assume the function of existing adhesive devices after a relatively short period of time. To be able to maintain the required adhesive joint thicknesses, the structural elements to be joined are configured trough-like or channel-like in the area of the joint. In the first example of an embodiment, the quick-settion adhesive is injected between the components through openings in one of the components. The device provided for applying the quick-settion adhesive and applying the required joint pressure is complicated; in the case described, a device per application point or a subsequent positioning of the element is required. In the second case, the quick-setting adhesive is applied by means of glass ampoules or foil bags that are destroyed during the joining process, e.g. in troughs of the one element. In cases where components having manufacturing tolerances vis-à-vis one another are to be joined without specially formed adhesive joints that have specific layer thicknesses, this method cannot be used. A subassembly of this type receives a decorative surface only by subsequent surface compensations and surface coating.
To maintain specific joint thicknesses, the adhesive method described in EP O 433 513 Al provides calibrated limiting and spacing elements in the marginal area of or within the joint.
In DD 241 768 Al, defined points or areas of the joint are provided with material elevations or material coatings of self substance.
CA 022~6381 1998-11-27 If components having manufacturing tolerances must be joined together, the two latter methods fail; in addition, inclusions of this type that interrupt the joint or means rigidly spacing the components to be joined in a given adhesive surface can diminish the joint strength that can theoretically be attained with the respective adhesive or make it necessary, in certain circumstances, to provide much larger joint surfaces as a theoretic necessity.
Moreover, when using adhesives, there is often the problem that adhesive residues that have flowed beyond the surface area provided as joint surface must be removed again at a high mechanical or chemical expenditure which can result in damage to the component. Therefore, e.g. adhesive strips are generally used as a marginal border of the joint surface that can subsequently be removed again from the surface. Its application and subsequent removal requires high expenditure;
generally, they must be disposed of as special waste.
The object of the invention is to create a new method for joining rail vehicle subassemblies in which the use of an adhesive that imparts permanent strength and requires relatively longer periods of time to harden, combined with the use of an adhesive that quickly provides handling strength, whereby complicated configurations of the joint and high equipment expenditure are avoided, manufacturing tolerances between the components to be joined are compensated and defined minimum joint thicknesses between the components are to be observed, without this resulting in strength-reducing faults in the joint. Furthermore, the invention is directed to the object that the wetting of component surfaces with adhesive on selected joint surfaces can be limited and that, as a result, the subsequent removal of a covering marginal CA 022~6381 1998-11-27 border and its disposal as special refuse can be avoided.
According to the invention, these objects are solved by the procedural features noted in claims 1 and 2 as well as 3.
Advantageous embodiments of the invention are described in claims 4 to 10 for which protection is sought in conjunction with claims 1 to 3.
The following advantageous results are obtained with the invention with reference to the prior art:
- In comparison to existing adhesive methods, a way was found to produce rail vehicle subassemblies by adhesion by means of one or two-component polyurethane adhesives that require a longer time to harden, in which the technological waiting periods until it can be handled further are clearly shortened and in which the technological surface and, if applicable, equipment requirement required therefor are substantially reduced: By the rapidly adhering first adhesive layers, the components to be joined are permanently fixed vis-à-vis one another in the desired position during joining and such a first joint strength is obtained that an immediate further handling of the subassembly is possible and that jointing devices and production areas used become available for further subassemblies. The property of the first adhesive used according to the invention to retain a defined joint thickness during joining enables this first adhesive to simultaneously act as a spacer. Due to the fact that it is only applied to selected first joint surfaces at a defined layer thickness, greater production-related tolerances between the components to be joined can be compensated without difficulty by a variable thickness of the second adhesive layer and deviations from the desired form of the subassembly CA 022~6381 1998-11-27 avoided, contrary to the manufacture of such subassemblies by welding. At the same time, the risk of local failure to meet minimum layer thickness of the second adhesive required for an optimum strength or of joints inadequately filled by insufficient approximation of the components can be greatly reduced. This risk can be completely eliminated if the deviations in shape of the joining partner are measured prior to joining and the position and/or layer thickness of the first adhesive selected according to the measurement result.
- By this method and using the adhesive noted in the example of an embodiment, adhesive connections can be produced highly effectively in the rail vehicle industry in which high crack expansion and rigidity is paired with high damage tolerance and strength particular to rail vehicles and the former frictionally or form-locking connections that transmit complex stresses are the same as they are, for example, required for side wall, face wall and roof sections in differential construction methods for freight car bodies of rail vehicles, but could thusfar only be produced economically by means of welding, rivetting or screwing.
- Vis-à-vis joining by means of welding, reductions in joining times can be achieved by the adhesive methods of the invention in a series of applications.
By means of this adhesion method, components of varyious materials can be joined to form subassemblies for freight cars of rail vehicles whereby various physical behaviour (e.g.
thermal expansion, elasticity) of the joined components can be compensated by suitable selection of the adhesive.
- In comparison to the hitherto welding of such CA 022~6381 1998-11-27 subassemblies, no deviations in shape occur due to welding stresses during adhesion according to the described method;
thermal aligning tasks requiring a high expenditure are omitted.
- Contrary to the conventional welded, rivetted or screw connections, joining by means of adhesion does not generally result in any visual change on the component or subassembly surfaces facing away from the joint surfaces.
- In contrast to welded subassemblies, subsequent anticorrosive measures can be carried out much more securely in adhesive connections produced in this way.
- The application of this adhesive method in rail vehicles makes it possible to produce subassemblies from components that have already received a special surface structure (e.g.
corrosive protection by galvanization, a decorative plastic foil lamination or a special protection for the further procedural steps, e.g. a protective foil covering the finished surface of an outer wall plate) as starting material or in prefabrication. Subassemblies can also be produced in which e.g. measures for sound and heat insulation can already be completely carried out in prefabrication (and not, as in joining by means of welding, recessing and possible expensive subsequent processing of the thermally loaded areas). As a result, the described method enables the manufacture of functionally high-quality subassemblies in conjunction with a higher degree of prefabrication that saves expenditure and costs.
- The application of this adhesion method substantially increases the freedom of design for shaping the freight car CA 022~6381 1998-11-27 bodies vis-à-vis conventional welded, rivetted or screw connections.
- In view of the fact that the components to be joined according to the method of the invention can be constructed differently vis-à-vis conventional welded, rivetted or screw connections, savings in material of components and subassemblies can be obtained with the same function and strength.
Adhesive connections of the aforementioned type dampen, depending on the type of adhesive used, the production and, above all, the passing on of sound in solids.
An example of an embodiment of the invention is the joining of a side wall section of a rail freight car, designed in differential construction, which is illustrated and described in the following with reference to the drawings, showing:
Figure 1 the partial view of side wall section in the joint area of a side wall plate section having a profiled section, Figure 2 a partial view of a side wall plate section according to Figure 1 with applied adhesives prior to joining, Figure 3 a cross-section through an adhesive joint of the side wall section as per Figure 1 and Figure 4 a section through a side wall section in the joint area of a side wall plate section with a buckling reinforcement.
CA 022~6381 1998-11-27 In this embodiment, the procedure is as follows when joining the side wall section 1 according to claim 1: A prefabricated side wall plate section 2 is brought into a joining position -if necessary, by means of a special device - and fixed in the desired final form. The first and second joint surfaces 2.1 and 2.2, provided for the adhesion, of the side wall plate section 2 and 3.1 and 3.2 of an associated adapted profiled section 3 which, in the example, is joined by welding from profiles having a hat-shaped cross-section and reinforced connection plates are pretreated according to the instructions for use provided by the manufacturer of the adhesive. As shown in Figure 2, a piece each of a two-sided contact adhesive body 4 consisting of a closed-cell acrylate adhesive band having great adhesion with a thickness of e.g. 2 mm is pasted so as to be flat onto the marked first joint surfaces 2.1 of the side wall plate section 2 under pressure for a short time with the side wall plate section 2, whereby the adhesive surface, facing away from the joint surface 2.1, of the adhesive body 4 remains covered by the protective foil provided by the manufacturer of the adhesive. Subsequent thereto, as also shown in Figure 2, a sluggish yet flowable strain-hardening two-component polyurethane adhesive, cohesively hard when completely hardened, is applied to the marked second joint surfaces 2.2 of the side wall plate section 2 as a second adhesive layer 5 with aid of a conventional dosing device, mixer and applicator, with an amount and layer thickness that in any event ensure a wetting of the opposite surface 3.2 and a complete filling of the joint in the manner desired. Immediately after application of the adhesive and removal of the remaining protective foil of the adhesive 4, the profiled section 3 is placed closer to the side wall plate section 2 in the desired space arrangement.
While briefly exerting a contact pressure in the area of the CA 022~6381 1998-11-27 _ g _ first joint surfaces 2.1/3.1, the side wall plate section 2 is joined with the profiled section 3 (Figure 1) whereby, due to the inherent resistance to deformation of the adhesive 4, a defined joint spacing is maintained in the area of the first joint surfaces 2.1/3.1. By means of the contact-sticking adhesive, the side wall secton 2 is connected with the profiled section 3 in the area of the first joint surfaces 2.1/3.1 at a joint spacing predetermined by the defined joint layer thickness of the adhesive 4 (Figure 3). When the number and size of the first joint surfaces 2.1/3.1 are appropriately selected, such a first joint strength is achieved that, after this joining process, the side wall section can, if necessary, be removed, moved and perhaps further processed without any change in the shape and relative position of the side wall plate section 2 and profiled section 3 vis-à-vis one another.
The subassembly obtains the final stability and strength after the second adhesive layer has hardened completely in the area of the second joint surfaces 2.2/3.3.
Alternatively to this method, it can be advantageous to not produce the second adhesive layer 5 until the components 2 and 3 have already been joined with aid of the first adhesive layer 4 thereby that the flowable adhesive in question is injected or absorbed into the remaining joint spacings (Claim 2).
A further application for a method of the invention is to join buckling reinforcements 6 with a side wall plate section 2 (Figure 4), whereby a sluggish strain-hardening one-component polyurethane adhesive, cohesively elastic when completely hardened, is used for the second adhesive layer 5 instead of the sluggish strain-hardening two-component polyurethane adhesive, cohesively hard when completely hardened, described CA 022~6381 1998-11-27 in the above application.
Adhesives 4 can thereby be used instead of conventional protective adhesive strips as marginal borders for the second adhesive layer 5 which can then remain after the joining and do not have to be removed and disposed of as special waste at great expense (Claim 3).
It was found that adhesive connections according to one of the described methods exhibit a higher damage tolerance than adhesive connections according to other methods, in particular when the first (quick-setting adhesive) adhesive layer has the same or a greater elasticity vis-à-vis the second (giving permanent strength) adhesive layer after it has hardened completely: Although single or repeated local overloading damages the adhesive connection locally in the area of the second adhesive layer in a joint connection, however, the damage is absorbed in one of or in both adjacent first adhesion points due to the varying stress level and flow within the adhesive connection produced according to the invention and does not spread. This property can be maximized by the selection of the elasticity ratio of the first and second adhesive. If one selectively segments a joint point by arranging first and second joint surfaces adjacent to one another and alternating repeatedly, an adhesive connection can be produced in which a single or repeated local overload at most results in a partial failure, but not in a complete failure, of the adhesive connection since the formation of cracks proceeding from a partial area having a second adhesive is stopped in the partial areas or in the adjacent partial area having a first adhesive.
When using this method, substantially greater manufacturing CA 022~6381 1998-11-27 tolerances are permissible, e.g. of the profiled section 3, and can be compensated in the area of the second joint surfaces vis-à-vis the side wall plate section 2 than in the joining method by means of welding without deviations in shape of this type being reflected in the outer wall of the side wall section 1.
To obtain larger joint spacings or compensate different ones also in the area of the first joint surfaces, the adhesive forms for the first ahesive layer can be multilayered from the aforementioned adhesive strip.
It is also possible to use another first adhesive material instead of the two-sided contact adhesive acrylate adhesive, in which e.g. a quick-setting adhesive layer is placed on both sides of an inherently dimensionally stable filler core each.
When compensating the differences in shape and dimensions between the components, it can be advantageous to use more than one adhesive having different viscosity and/or strength properties in the completely hardened state for greatly varying joint thicknesses and widths in the area of the second joint surfaces.
The method of the invention can also be carried out in certain applications with other reactive adhesives, in particular epoxide resin adhesives, for the second adhesive layer instead of the polyurethane adhesives used in the example of an embodiment.
The described methods can not only be used in the manufacture of subassemblies in differential construction for a freight car of a rail vehicle. They can be used e.g. in a like manner CA 022~638l l998-ll-27 for fastening a subassembly onto or to a supporting section such as for the manufacture of entire freight cars consisting of large-size sections that are joined by adhesive connections according to the described method in areas overlapping or abutting one another so as to be flat.
An application in other fields of technology is possible.
CA 022~638l l998-ll-27 List of reference numbers used:
1 Side wall section 2 Side wall plate section 2.1 First joint surface of the side wall plate section 2.2 Second joint surface of the side wall plate section 3 Profiled section 3.1 First joint surface of the profiled section 3. 2 Second joint surface of the profiled section 4 First adhesive layer Second adhesive layer 6 Buckling reinforcement
In the manufacture of rail vehicles, attempts are increasingly made to replace frictionally or form-locking welded, riveted or screw connections that transmit complex stresses with equally good adhesive connections. It is known that subassemblies joined by adhesion can attain permanent strength properties that are particular to rail vehicles with one or two-component polyurethane adhesives. A significant disadvantage of using adhesives of this type lies therein that they require a specific joint thickness as well as defined hardening times before they obtain a strength that enables handling, transportation and further processing of the joined subassemblies, so that long fixing times must be observed while maintaining a defined joint pressure. On the other hand, adhesives that enable very short fixing times, such as acrylate adhesives, are often not resistant to aging and are unable to ensure uniform permanent strength properties.
To shorten technological fixing times, DE 35 25 830 A1 proposes that thin-walled carriage bodies be joined by adhesion thereby that a main adhesive that hardens over a longer period of time and supports permanently (e.g. a strip-like strand of a two-component adhesive) is applied to one of the elements, that the elements to be joined are then brought together and joined under pressure and that a quick-setting CA 022~6381 1998-11-27 adhesive (e.g. a cyanoacryl-based quick-hardening one-component adhesive) is then applied under joining pressure between the elements in the joint area adjacent to the main adhesive, whereby the quick-setting adhesive can already assume the function of existing adhesive devices after a relatively short period of time. To be able to maintain the required adhesive joint thicknesses, the structural elements to be joined are configured trough-like or channel-like in the area of the joint. In the first example of an embodiment, the quick-settion adhesive is injected between the components through openings in one of the components. The device provided for applying the quick-settion adhesive and applying the required joint pressure is complicated; in the case described, a device per application point or a subsequent positioning of the element is required. In the second case, the quick-setting adhesive is applied by means of glass ampoules or foil bags that are destroyed during the joining process, e.g. in troughs of the one element. In cases where components having manufacturing tolerances vis-à-vis one another are to be joined without specially formed adhesive joints that have specific layer thicknesses, this method cannot be used. A subassembly of this type receives a decorative surface only by subsequent surface compensations and surface coating.
To maintain specific joint thicknesses, the adhesive method described in EP O 433 513 Al provides calibrated limiting and spacing elements in the marginal area of or within the joint.
In DD 241 768 Al, defined points or areas of the joint are provided with material elevations or material coatings of self substance.
CA 022~6381 1998-11-27 If components having manufacturing tolerances must be joined together, the two latter methods fail; in addition, inclusions of this type that interrupt the joint or means rigidly spacing the components to be joined in a given adhesive surface can diminish the joint strength that can theoretically be attained with the respective adhesive or make it necessary, in certain circumstances, to provide much larger joint surfaces as a theoretic necessity.
Moreover, when using adhesives, there is often the problem that adhesive residues that have flowed beyond the surface area provided as joint surface must be removed again at a high mechanical or chemical expenditure which can result in damage to the component. Therefore, e.g. adhesive strips are generally used as a marginal border of the joint surface that can subsequently be removed again from the surface. Its application and subsequent removal requires high expenditure;
generally, they must be disposed of as special waste.
The object of the invention is to create a new method for joining rail vehicle subassemblies in which the use of an adhesive that imparts permanent strength and requires relatively longer periods of time to harden, combined with the use of an adhesive that quickly provides handling strength, whereby complicated configurations of the joint and high equipment expenditure are avoided, manufacturing tolerances between the components to be joined are compensated and defined minimum joint thicknesses between the components are to be observed, without this resulting in strength-reducing faults in the joint. Furthermore, the invention is directed to the object that the wetting of component surfaces with adhesive on selected joint surfaces can be limited and that, as a result, the subsequent removal of a covering marginal CA 022~6381 1998-11-27 border and its disposal as special refuse can be avoided.
According to the invention, these objects are solved by the procedural features noted in claims 1 and 2 as well as 3.
Advantageous embodiments of the invention are described in claims 4 to 10 for which protection is sought in conjunction with claims 1 to 3.
The following advantageous results are obtained with the invention with reference to the prior art:
- In comparison to existing adhesive methods, a way was found to produce rail vehicle subassemblies by adhesion by means of one or two-component polyurethane adhesives that require a longer time to harden, in which the technological waiting periods until it can be handled further are clearly shortened and in which the technological surface and, if applicable, equipment requirement required therefor are substantially reduced: By the rapidly adhering first adhesive layers, the components to be joined are permanently fixed vis-à-vis one another in the desired position during joining and such a first joint strength is obtained that an immediate further handling of the subassembly is possible and that jointing devices and production areas used become available for further subassemblies. The property of the first adhesive used according to the invention to retain a defined joint thickness during joining enables this first adhesive to simultaneously act as a spacer. Due to the fact that it is only applied to selected first joint surfaces at a defined layer thickness, greater production-related tolerances between the components to be joined can be compensated without difficulty by a variable thickness of the second adhesive layer and deviations from the desired form of the subassembly CA 022~6381 1998-11-27 avoided, contrary to the manufacture of such subassemblies by welding. At the same time, the risk of local failure to meet minimum layer thickness of the second adhesive required for an optimum strength or of joints inadequately filled by insufficient approximation of the components can be greatly reduced. This risk can be completely eliminated if the deviations in shape of the joining partner are measured prior to joining and the position and/or layer thickness of the first adhesive selected according to the measurement result.
- By this method and using the adhesive noted in the example of an embodiment, adhesive connections can be produced highly effectively in the rail vehicle industry in which high crack expansion and rigidity is paired with high damage tolerance and strength particular to rail vehicles and the former frictionally or form-locking connections that transmit complex stresses are the same as they are, for example, required for side wall, face wall and roof sections in differential construction methods for freight car bodies of rail vehicles, but could thusfar only be produced economically by means of welding, rivetting or screwing.
- Vis-à-vis joining by means of welding, reductions in joining times can be achieved by the adhesive methods of the invention in a series of applications.
By means of this adhesion method, components of varyious materials can be joined to form subassemblies for freight cars of rail vehicles whereby various physical behaviour (e.g.
thermal expansion, elasticity) of the joined components can be compensated by suitable selection of the adhesive.
- In comparison to the hitherto welding of such CA 022~6381 1998-11-27 subassemblies, no deviations in shape occur due to welding stresses during adhesion according to the described method;
thermal aligning tasks requiring a high expenditure are omitted.
- Contrary to the conventional welded, rivetted or screw connections, joining by means of adhesion does not generally result in any visual change on the component or subassembly surfaces facing away from the joint surfaces.
- In contrast to welded subassemblies, subsequent anticorrosive measures can be carried out much more securely in adhesive connections produced in this way.
- The application of this adhesive method in rail vehicles makes it possible to produce subassemblies from components that have already received a special surface structure (e.g.
corrosive protection by galvanization, a decorative plastic foil lamination or a special protection for the further procedural steps, e.g. a protective foil covering the finished surface of an outer wall plate) as starting material or in prefabrication. Subassemblies can also be produced in which e.g. measures for sound and heat insulation can already be completely carried out in prefabrication (and not, as in joining by means of welding, recessing and possible expensive subsequent processing of the thermally loaded areas). As a result, the described method enables the manufacture of functionally high-quality subassemblies in conjunction with a higher degree of prefabrication that saves expenditure and costs.
- The application of this adhesion method substantially increases the freedom of design for shaping the freight car CA 022~6381 1998-11-27 bodies vis-à-vis conventional welded, rivetted or screw connections.
- In view of the fact that the components to be joined according to the method of the invention can be constructed differently vis-à-vis conventional welded, rivetted or screw connections, savings in material of components and subassemblies can be obtained with the same function and strength.
Adhesive connections of the aforementioned type dampen, depending on the type of adhesive used, the production and, above all, the passing on of sound in solids.
An example of an embodiment of the invention is the joining of a side wall section of a rail freight car, designed in differential construction, which is illustrated and described in the following with reference to the drawings, showing:
Figure 1 the partial view of side wall section in the joint area of a side wall plate section having a profiled section, Figure 2 a partial view of a side wall plate section according to Figure 1 with applied adhesives prior to joining, Figure 3 a cross-section through an adhesive joint of the side wall section as per Figure 1 and Figure 4 a section through a side wall section in the joint area of a side wall plate section with a buckling reinforcement.
CA 022~6381 1998-11-27 In this embodiment, the procedure is as follows when joining the side wall section 1 according to claim 1: A prefabricated side wall plate section 2 is brought into a joining position -if necessary, by means of a special device - and fixed in the desired final form. The first and second joint surfaces 2.1 and 2.2, provided for the adhesion, of the side wall plate section 2 and 3.1 and 3.2 of an associated adapted profiled section 3 which, in the example, is joined by welding from profiles having a hat-shaped cross-section and reinforced connection plates are pretreated according to the instructions for use provided by the manufacturer of the adhesive. As shown in Figure 2, a piece each of a two-sided contact adhesive body 4 consisting of a closed-cell acrylate adhesive band having great adhesion with a thickness of e.g. 2 mm is pasted so as to be flat onto the marked first joint surfaces 2.1 of the side wall plate section 2 under pressure for a short time with the side wall plate section 2, whereby the adhesive surface, facing away from the joint surface 2.1, of the adhesive body 4 remains covered by the protective foil provided by the manufacturer of the adhesive. Subsequent thereto, as also shown in Figure 2, a sluggish yet flowable strain-hardening two-component polyurethane adhesive, cohesively hard when completely hardened, is applied to the marked second joint surfaces 2.2 of the side wall plate section 2 as a second adhesive layer 5 with aid of a conventional dosing device, mixer and applicator, with an amount and layer thickness that in any event ensure a wetting of the opposite surface 3.2 and a complete filling of the joint in the manner desired. Immediately after application of the adhesive and removal of the remaining protective foil of the adhesive 4, the profiled section 3 is placed closer to the side wall plate section 2 in the desired space arrangement.
While briefly exerting a contact pressure in the area of the CA 022~6381 1998-11-27 _ g _ first joint surfaces 2.1/3.1, the side wall plate section 2 is joined with the profiled section 3 (Figure 1) whereby, due to the inherent resistance to deformation of the adhesive 4, a defined joint spacing is maintained in the area of the first joint surfaces 2.1/3.1. By means of the contact-sticking adhesive, the side wall secton 2 is connected with the profiled section 3 in the area of the first joint surfaces 2.1/3.1 at a joint spacing predetermined by the defined joint layer thickness of the adhesive 4 (Figure 3). When the number and size of the first joint surfaces 2.1/3.1 are appropriately selected, such a first joint strength is achieved that, after this joining process, the side wall section can, if necessary, be removed, moved and perhaps further processed without any change in the shape and relative position of the side wall plate section 2 and profiled section 3 vis-à-vis one another.
The subassembly obtains the final stability and strength after the second adhesive layer has hardened completely in the area of the second joint surfaces 2.2/3.3.
Alternatively to this method, it can be advantageous to not produce the second adhesive layer 5 until the components 2 and 3 have already been joined with aid of the first adhesive layer 4 thereby that the flowable adhesive in question is injected or absorbed into the remaining joint spacings (Claim 2).
A further application for a method of the invention is to join buckling reinforcements 6 with a side wall plate section 2 (Figure 4), whereby a sluggish strain-hardening one-component polyurethane adhesive, cohesively elastic when completely hardened, is used for the second adhesive layer 5 instead of the sluggish strain-hardening two-component polyurethane adhesive, cohesively hard when completely hardened, described CA 022~6381 1998-11-27 in the above application.
Adhesives 4 can thereby be used instead of conventional protective adhesive strips as marginal borders for the second adhesive layer 5 which can then remain after the joining and do not have to be removed and disposed of as special waste at great expense (Claim 3).
It was found that adhesive connections according to one of the described methods exhibit a higher damage tolerance than adhesive connections according to other methods, in particular when the first (quick-setting adhesive) adhesive layer has the same or a greater elasticity vis-à-vis the second (giving permanent strength) adhesive layer after it has hardened completely: Although single or repeated local overloading damages the adhesive connection locally in the area of the second adhesive layer in a joint connection, however, the damage is absorbed in one of or in both adjacent first adhesion points due to the varying stress level and flow within the adhesive connection produced according to the invention and does not spread. This property can be maximized by the selection of the elasticity ratio of the first and second adhesive. If one selectively segments a joint point by arranging first and second joint surfaces adjacent to one another and alternating repeatedly, an adhesive connection can be produced in which a single or repeated local overload at most results in a partial failure, but not in a complete failure, of the adhesive connection since the formation of cracks proceeding from a partial area having a second adhesive is stopped in the partial areas or in the adjacent partial area having a first adhesive.
When using this method, substantially greater manufacturing CA 022~6381 1998-11-27 tolerances are permissible, e.g. of the profiled section 3, and can be compensated in the area of the second joint surfaces vis-à-vis the side wall plate section 2 than in the joining method by means of welding without deviations in shape of this type being reflected in the outer wall of the side wall section 1.
To obtain larger joint spacings or compensate different ones also in the area of the first joint surfaces, the adhesive forms for the first ahesive layer can be multilayered from the aforementioned adhesive strip.
It is also possible to use another first adhesive material instead of the two-sided contact adhesive acrylate adhesive, in which e.g. a quick-setting adhesive layer is placed on both sides of an inherently dimensionally stable filler core each.
When compensating the differences in shape and dimensions between the components, it can be advantageous to use more than one adhesive having different viscosity and/or strength properties in the completely hardened state for greatly varying joint thicknesses and widths in the area of the second joint surfaces.
The method of the invention can also be carried out in certain applications with other reactive adhesives, in particular epoxide resin adhesives, for the second adhesive layer instead of the polyurethane adhesives used in the example of an embodiment.
The described methods can not only be used in the manufacture of subassemblies in differential construction for a freight car of a rail vehicle. They can be used e.g. in a like manner CA 022~638l l998-ll-27 for fastening a subassembly onto or to a supporting section such as for the manufacture of entire freight cars consisting of large-size sections that are joined by adhesive connections according to the described method in areas overlapping or abutting one another so as to be flat.
An application in other fields of technology is possible.
CA 022~638l l998-ll-27 List of reference numbers used:
1 Side wall section 2 Side wall plate section 2.1 First joint surface of the side wall plate section 2.2 Second joint surface of the side wall plate section 3 Profiled section 3.1 First joint surface of the profiled section 3. 2 Second joint surface of the profiled section 4 First adhesive layer Second adhesive layer 6 Buckling reinforcement
Claims (10)
1. Method for joining rail vehicle subassemblies by adhesion in which a preformed first component is joined with a form-adapted second component by using surface-separated adhesives having varying reaction characteristics until a handling strength is obtained, characterized therein that - the first component (side wall plate section 2) is brought into a joining position in the usual manner and fixed in its final form, - a first adhesive layer (4), having the property of being quickly adhesive and retaining a defined joint layer thickness, is applied to selected and surface-restricted first joint surfaces (2.1 and/or 3.1) of the first component (side wall plate section 2) and/or of the second component (profiled section 3), - a second adhesive layer (5), in a defined quantity and having the property of being sluggish yet flowable and wettable during joining and hardening for a longer time, is applied to the selected second joint surfaces (2.2 and/or 3.2) of the first component (side wall plate section 2) and/or of the second component (profiled section 3), - the two components (side wall plate section 2, profiled section 3) to be joined are positioned in the desired space arrangement vis-à-vis one another, brought closer to one another and, while exerting joint pressure action in the area of the selected first joint surfaces (2.1/3.1), are joined together, whereby the first adhesive layer (4) connects the first component (side wall plate section 2) with the second component (profiled section 3) in the area of the first joint surfaces (2.1/3.1) at a joint spacing predetermined by the defined joint layer thickness of the first adhesive layer (4) with such a first joint strength that, after the joining process, it is possible to remove and move the prejoined subassembly (side wall section 1) without an change in shape and position of the components to one another, and the second adhesive layer (5), whose quantity as well as flowability and wettability is such that the applied first adhesive layer (4) can contact the other component (profiled section 3 or side wall plate section 2) in the area of the first joint surfaces (3.1 or 2.1), fills the joint spacing remaining in the area of the second joint surfaces (2.2/3.2) between the first and second component (side wall plate section 2, profiled section 3), and - the subassembly (side wall section 1) subsequently remains in its joint position or it is brought into a rest position or is included in the further technological process where a second joint strength is obtained as a result of the complete hardening of the second adhesive layer (5).
2. Method for joining rail vehicle subassemblies by adhesion in which a preformed first component is joined with a form-adapted second component by using surface separated adhesives having varying reaction characteristics until a handling strength is obtained, characterized therein that - the first component (side wall plate section 2) is brought into a joining position in the usual manner and fixed in its final form, - a first adhesive layer (4), having the property of being quickly adhesive and retaining a defined joint layer thickness during joining, is applied to selected and surface-restricted first joint surfaces (2.1 and/or 3.1) of the first component (side wall plate section 2) and/or of the second component (profiled section 3), - the two components (side wall plate section 2, profiled section 3) to be joined are positioned in the desired space arrangement vis-à-vis one another, brought closer to one another and, while exerting joint pressure action in the area of the selected first joint surfaces (2.1/3.1), are joined together, whereby the first adhesive layer (4) connects the first component (side wall plate section 2) with the second component (profiled section 3) in the area of the first joint surfaces (2.1/3.1) at a joint spacing predetermined by the defined joint layer thickness of the first adhesive layer (4) with such a first joint strength that, after the joining process, it is possible to remove and move the prejoined subassembly (side wall section 1) without an change in shape and position of the components to one another, - a second adhesive layer (5) is inserted in a defined quantity and required flowability and wettability in the area of selected second joint surfaces (2.2/3.2) into the joint spacing remaining between the first and second component (side wall plate section 2, profiled section 3), and - the subassembly (side wall section 1) subsequently remains in its joint position or is brought into a rest position or is included in the further technological process where a second joint strength is obtained as a result of the complete hardening of the second adhesive layer (5).
3. Method according to claim 1 or 2, characterized therein that the first joint surfaces (2.1/3.1) provided are selected in such a way that at least a part of the second joint surfaces (2.2/3.2) provided is restricted by parts of the first adhesive layer (4) and an undesirable wetting of further component surfaces is prevented by the adhesive of the second adhesive layer (5).
4. Method according to one of the claims 1 to 3, characterized therein that a contact-sticking adhesive is used for the first adhesive layer (4).
5. Method according to one of the claims 1 to 4, characterized therein that inherently dimensionally stable adhesives are used for the first adhesive layer (4).
6. Method according to one of the claims 1 to 5, characterized therein that a reactive adhesive is used for the second adhesive layer (5).
7. Method according to one of the claims 1 to 6, characterized therein that an adhesive is used for the first adhesive layer (4) that has the same or a greater elasticity after its final hardening vis-à-vis the adehsive for the second adhesive layer (5).
8. Method according to claim 7, characterized therein that, in a joint connection, first and second joint surfaces (2.1/3.1), 2.2./3.2) are arranged adjacent to one another repeatedly alternating one another in such a way that the joint connection has an increased security against failure.
9. Method according to one of the claims 1 to 8, characterized therein that differences in shape and dimensions between the components to be joined (side wall plate section 2, profiled section 3) are compensated by varied thickness of one or both adhesive layers (4, 5).
10. Method according to one of the claims 1 to 9, characterized therein that at least two adhesives with varying viscosity and/or different properties in the fully hardened state are applied areally adjacent to one another as a second adhesive layer (5) in the area of the second joint surfaces (2.2/3.2).
Priority Applications (8)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19501805A DE19501805A1 (en) | 1995-01-21 | 1995-01-21 | Method of joining components and sub-assemblies of rail vehicles |
| AT96915981T ATE195466T1 (en) | 1995-01-21 | 1996-05-28 | METHOD FOR JOINING COMPONENTS AND ASSEMBLY OF RAIL VEHICLES BY GLUEING |
| PCT/DE1996/001004 WO1997045308A1 (en) | 1995-01-21 | 1996-05-28 | Method of joining rail vehicle components and subassemblies by adhesion |
| CN96180316A CN1075542C (en) | 1995-01-21 | 1996-05-28 | Method for jointing rail vehicle components and subassemblies by adhesion |
| HU9903551A HUP9903551A3 (en) | 1995-01-21 | 1996-05-28 | Method of joining rail vehicle components and subassemblies by adhesion |
| EP96915981A EP0901442B1 (en) | 1995-01-21 | 1996-05-28 | Method of joining rail vehicle components and subassemblies by adhesion |
| CA002256381A CA2256381A1 (en) | 1995-01-21 | 1996-05-28 | Method of joining rail vehicle components and subassemblies by adhesion |
| NO19985544A NO314297B1 (en) | 1995-01-21 | 1998-11-27 | Method of joining structural parts and groups of rail vehicles by adhesive |
Applications Claiming Priority (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19501805A DE19501805A1 (en) | 1995-01-21 | 1995-01-21 | Method of joining components and sub-assemblies of rail vehicles |
| PCT/DE1996/001004 WO1997045308A1 (en) | 1995-01-21 | 1996-05-28 | Method of joining rail vehicle components and subassemblies by adhesion |
| CN96180316A CN1075542C (en) | 1995-01-21 | 1996-05-28 | Method for jointing rail vehicle components and subassemblies by adhesion |
| HU9903551A HUP9903551A3 (en) | 1995-01-21 | 1996-05-28 | Method of joining rail vehicle components and subassemblies by adhesion |
| CA002256381A CA2256381A1 (en) | 1995-01-21 | 1996-05-28 | Method of joining rail vehicle components and subassemblies by adhesion |
| NO19985544A NO314297B1 (en) | 1995-01-21 | 1998-11-27 | Method of joining structural parts and groups of rail vehicles by adhesive |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2256381A1 true CA2256381A1 (en) | 1997-12-04 |
Family
ID=89999657
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002256381A Abandoned CA2256381A1 (en) | 1995-01-21 | 1996-05-28 | Method of joining rail vehicle components and subassemblies by adhesion |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP0901442B1 (en) |
| CN (1) | CN1075542C (en) |
| AT (1) | ATE195466T1 (en) |
| CA (1) | CA2256381A1 (en) |
| DE (1) | DE19501805A1 (en) |
| WO (1) | WO1997045308A1 (en) |
Families Citing this family (21)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19501805A1 (en) * | 1995-01-21 | 1996-07-25 | Aeg Schienenfahrzeuge | Method of joining components and sub-assemblies of rail vehicles |
| DE19749519C2 (en) * | 1997-11-08 | 2001-06-07 | Daimler Chrysler Ag | Wall module and method of making the same |
| DE10009106C1 (en) * | 2000-02-21 | 2001-06-07 | Daimler Chrysler Ag | Walls for passenger vehicles are produced in a differential construction with a stiffening material bonded to the outer planking covered by a ribbed structure secured by cold fastening using punched rivets |
| DE10009105C1 (en) | 2000-02-21 | 2001-07-19 | Daimler Chrysler Ag | Train carriage panel element manufacturing method has edge profiles secured to backing panel before attaching to front panel |
| US6915573B2 (en) * | 2003-01-13 | 2005-07-12 | Wayne-Dalton Corp. | Method of manufacturing a sectional door panel using a combination of quick-setting and structural adhesives |
| DE102007006881A1 (en) * | 2007-02-07 | 2008-08-21 | Henkel Ag & Co. Kgaa | Method for bonding a first component to a second component |
| AT504429B8 (en) * | 2007-03-13 | 2008-09-15 | Suendermann Franz | FLEXIBLE ADHESIVE CONNECTION |
| DE102007022198A1 (en) * | 2007-05-11 | 2008-11-13 | Siemens Ag | Kit for a body shell structure |
| CN101303463A (en) | 2007-05-11 | 2008-11-12 | 群康科技(深圳)有限公司 | Touch screen display apparatus and manufacturing method thereof |
| CN102165186B (en) | 2008-08-25 | 2014-03-26 | 维斯塔斯风力系统集团公司 | Assembly and method of preparing an assembly |
| DE102010010685A1 (en) * | 2009-03-19 | 2011-02-03 | Airbus Operations Gmbh | Method for tolerance-adapted adhesive application in vehicle construction |
| CN102943797A (en) * | 2012-08-23 | 2013-02-27 | 长春轨道客车股份有限公司 | Method for bonding side wall plates of vehicle body of low floor vehicle |
| DE102012223821A1 (en) * | 2012-12-19 | 2014-06-26 | Siemens Aktiengesellschaft | Car body of a rail vehicle with a long beam, which includes a connecting plate with curvature |
| DE102014011474A1 (en) * | 2014-07-30 | 2016-02-04 | Kienle + Spiess Gmbh | Disc pack and method for its production |
| CN105216809B (en) * | 2015-10-10 | 2017-10-03 | 中车青岛四方机车车辆股份有限公司 | A kind of technique for sticking of floor of railway vehicle |
| US20170334168A1 (en) * | 2016-05-18 | 2017-11-23 | Ford Global Technologies, Llc | Hybrid Adhesive System For Metal and Composite Assemblies |
| CN106114538B (en) * | 2016-08-19 | 2018-07-24 | 中车株洲电力机车研究所有限公司 | A kind of adhering method of low-floor rail vehicle outer plaque |
| DE102016125468A1 (en) * | 2016-12-22 | 2018-06-28 | Rheinmetall Man Military Vehicles Gmbh | fastening device |
| DE102018208269A1 (en) * | 2018-05-25 | 2019-11-28 | Zf Friedrichshafen Ag | Method for producing an axle strut and axle strut for a vehicle |
| FR3093239B1 (en) * | 2019-02-26 | 2023-05-12 | Faurecia Systemes Dechappement | Bonding process – Application to fuel cells |
| EP4268693A1 (en) | 2022-04-25 | 2023-11-01 | Artweger GmbH & Co. KG | Method for mounting a partition to a wall |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1755319C3 (en) * | 1968-04-25 | 1978-04-06 | The Budd Co., Philadelphia, Pa. (V.St.A.) | Method for gluing two workpieces, in particular body parts of motor vehicles |
| GB1520873A (en) * | 1975-08-12 | 1978-08-09 | Evode Holdings Ltd | Joining articles with multiple component adhesive systems |
| DE3518947A1 (en) * | 1985-05-25 | 1986-11-27 | Robert Bosch Gmbh, 7000 Stuttgart | Process for adhesively fixing parts and adhesive bond produced by the process |
| DE3525830A1 (en) * | 1985-07-19 | 1987-01-22 | Hunzinger Erich Dipl Ing Fh | Process and device for connecting automotive body elements |
| DE4431991A1 (en) * | 1994-09-08 | 1996-03-14 | Bayerische Motoren Werke Ag | Method of joining flat components such as in automobile and aircraft industries |
| DE19501805A1 (en) * | 1995-01-21 | 1996-07-25 | Aeg Schienenfahrzeuge | Method of joining components and sub-assemblies of rail vehicles |
-
1995
- 1995-01-21 DE DE19501805A patent/DE19501805A1/en not_active Ceased
-
1996
- 1996-05-28 WO PCT/DE1996/001004 patent/WO1997045308A1/en not_active Application Discontinuation
- 1996-05-28 CN CN96180316A patent/CN1075542C/en not_active Expired - Fee Related
- 1996-05-28 CA CA002256381A patent/CA2256381A1/en not_active Abandoned
- 1996-05-28 EP EP96915981A patent/EP0901442B1/en not_active Expired - Lifetime
- 1996-05-28 AT AT96915981T patent/ATE195466T1/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| CN1075542C (en) | 2001-11-28 |
| EP0901442A1 (en) | 1999-03-17 |
| DE19501805A1 (en) | 1996-07-25 |
| CN1219913A (en) | 1999-06-16 |
| ATE195466T1 (en) | 2000-09-15 |
| WO1997045308A1 (en) | 1997-12-04 |
| EP0901442B1 (en) | 2000-08-16 |
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Legal Events
| Date | Code | Title | Description |
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| FZDE | Discontinued |