CA1138243A - Methods and means for maintenance of road surfaces - Google Patents
Methods and means for maintenance of road surfacesInfo
- Publication number
- CA1138243A CA1138243A CA000344576A CA344576A CA1138243A CA 1138243 A CA1138243 A CA 1138243A CA 000344576 A CA000344576 A CA 000344576A CA 344576 A CA344576 A CA 344576A CA 1138243 A CA1138243 A CA 1138243A
- Authority
- CA
- Canada
- Prior art keywords
- binder
- road
- road surface
- amount
- optimal amount
- 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.)
- Expired
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C7/00—Coherent pavings made in situ
- E01C7/08—Coherent pavings made in situ made of road-metal and binders
- E01C7/35—Toppings or surface dressings; Methods of mixing, impregnating, or spreading them
- E01C7/353—Toppings or surface dressings; Methods of mixing, impregnating, or spreading them with exclusively bituminous binders; Aggregate, fillers or other additives for application on or in the surface of toppings with exclusively bituminous binders, e.g. for roughening or clearing
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Road Repair (AREA)
- Road Paving Structures (AREA)
- Road Signs Or Road Markings (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
Abstract
ABSTRACT
An improved process for surface treatment of roads by separately applying a liquid asphalt binder and an aggregate is disclosed. The improvement consists in that the load distribution of the road is determined before the dosage of the binder and that the dosage of the binder is then effected in accordance with the results of said determination. Measurements for determination of the hardness, the temperature profile during a year and the roughness of the road surface are also carried out in order to more exactly determine the optimal amount of the binder. A device for the measurement of the transverse load distribution is also disclosed.
An improved process for surface treatment of roads by separately applying a liquid asphalt binder and an aggregate is disclosed. The improvement consists in that the load distribution of the road is determined before the dosage of the binder and that the dosage of the binder is then effected in accordance with the results of said determination. Measurements for determination of the hardness, the temperature profile during a year and the roughness of the road surface are also carried out in order to more exactly determine the optimal amount of the binder. A device for the measurement of the transverse load distribution is also disclosed.
Description
~3~
The present invention relates to a method for carrying out road maintenance works on road surfaces covered by a bituminous top layer and to means for carrying out the method.
Generally, maintenance works on existing roads can be categorized in two main classes, viz. a premixed asphal~ concrete which is spread out on the roadway and then is compacted with a roller. The invention is concerned with the other class of paving methods wherein a liquid asphalt binder and an aggregate, preferably a crushed stone material, are applied in separate layers to the roadway and then the aggregate is compacted into the binder.
A method falling into the latter class is known as a single pass surface treatment or surface dressing, which may be applied to any prepared surface and is frequently applied to existing bituminous paving in order to provide a new and smooth surface and to make the old paving waterproof and hard-wearing. This method usually entails the steps of sweeping the old base in order to remove dirt and other foreign matter and then applying a coat of a liquid asphalt binder to the base, covering the coat of asphalt binder with a layer or course of crushed stone material, rolling the stone material down into the binder until the desired surface finish is attained, and finally brooming the road surface to ensure loose surplus stone being removed.
By the dosage of the binder it should be taken into account whether the road generally carries heavy traffic or lightweight traffic only, since i* is well known that on a heavily loaded road the binder should be applied at a restricted rate compared to a light traffic road, because the heavy traffic acts as a heavy roller which, if the binder is applied in a thick layer, will cause th0 cover stone material to get forced through the binder into the sub-strate and thus make the binder appear on the top surface, where it forms a smooth, compact surface which is generally non-ideal as a road surface, espe-cially from a skid resistance point of view. Therefore, the binder should be *-113i~3 applied in such a thin layer that the stone layer gets bound, but is maintained disintegrated on its top side. On a lightweight traffic road the binder should bc applied in a thicker layer for binding the cover layer in a safe manner, without loose and dangerous top surface material. Normally the amount of binder lies within the interval of 0.6 - 3, preferably 1.5 - 2.1/m2.
In practice the binder is dosed according to a compromise between the requirements of the heaviest loaded road portions, i.e. the normal wheel track portions thereof, and the less loaded portions therebetween, and as well known the results is generally dissatisfying in that loose stone material appears on the said less loaded portions while the heavy loaded track portions are liable to get black, compact and slippery.
It is the purpose of this invention to provide a method of maintain-ing the road surface in such a manner that in the final result the various portions of the road show a surface of a substantially optimal and uniform character throughout the width of the road.
The invention is based on the idea that it is in fact possible to detect the load distribution caused by the traffic over the width of the road.
This can be done photoelectrically or otherwise. The load distribution effects the dosage of the binder in a differentiated manner throughout the transverse profile of the road. When thereafter the aggregate material layer is supplied the resulting character of the road will remain uniform and of good quality during a long period of time.
The present invention may be generally defined as a process for surface treatment of roads by separately applying to the road surface first a liquid asphalt binder and then an aggregate, the amount of asphalt binder applied being sufficient to bind the aggregate over the entire road surface, said process being characterized in that the traffic load distribution is measured across the width of the road to thereby establish which portions B
113~3 across the width of the road are swbjected to heavy loads and which portions are subjected to light loads, and that the liquid asphalt binder is applied in a larger amount upon those portions with light loads and in a lesser amount upon thos~s portions with heavy loads.
- 2a -B
1~31~2~L3 Preferably, the transverse distribution of the traffic load on the road surface is determined and that the binder is applied on the surface in such a way that one applies relatively less binder on heavier loaded portions of the road surface than on the portions of the road surface less loaded.
There is a further parameter which affects the optimal binder supply and the uniformity of the final road surface, viz. the rigidity of the old road surface. If this surface is relatively soft it seems desirable to apply a reduced amount of binder, whether generally or still differentiated across the road, and for further perfection, therefore, it is possible to carry out a real rigidity measurement by pointwise checking ~he penetration, in depth and time, of a loaded test member into the road surface at selected points, and from this test obtaining a readable result which is usable as a parameter for the calculation of the required amount of binder. In this connection even other parameters such as the ambien~ temperature should preferably be taken into consideration, and a set of formulae or other calculation aids may be applied for determining the optimal binder supply.
The roughness of the road surface may also be determined and the influence of said roughness on the optimal amount of the binder is calculated.
According to another aspect of the present invention, a device for measuring the load distribution comprises a base plate provided with a plural-ity of mutually spaced contact members adapted to be activated by vehicles on a road.
When the measuring device, which may also be referred to as guage means, is kept operative during a representative interval of time and the measuring results are caused to be memorized, according to any suitable prin-ciples, it is possible to thereafter read out the relevant data pertaining to maximum and/or average load on the single portions of the width of the road at the particular place, and when a measuring place is chosen which is representa-1~3~3 tive of a considerable length of the road, the binder can then be applied inthe desired crosswise differentiated manner throughout that length of the road. Of course, the measuring equipment may be so adjusted that the data read-out is usable in a direct manner for the differentiated setting of the capacity of binder nozzles in a ~inderapplicator. Preferably the measuring system is so adapted that it provides for registration solely of traffic above a predetermined minimum weight.
The binder may be applied to the road surface by means of a moving cross boom provided with a plurality of binder outlet nozzles of individually adjustable capacity, whereby the binder is applicable simul*aneously all over the wid~h of the road or a partial width thereof.
The invention is described in more detail in the following~ reference being made to the accopanying drawing, in which:-Figure 1 is a top view showing a preferred embodiment of a trafficload measuring device according to the invention;
Figure 2 is a side view of the device of Figure l; and Figure 3 is a graph showing traffic load distribution and binder dosage curves.
In order to make it possible to determine the correct maintenance programme for a certain road surface to be renovated by a so-called surface dressing operation it has been found very important to know precisely the actu-al traffic load picture of the roadway in question. To this end may be used a measuring band structure as shown in Figures 1 and 2 and which is mounted stretched out across the road surface to be examined concerning the traffic load distribution thereon. The band structure shown comprises a rubber mount-ing base plate portion 2 provided with a plurality of mutually spaced contact members 6 adapted to be activated by the wheels of the vehicles on the road.
Tn order only to register the heavy traffic load influence on the road the ~3~3 contact members themselves are protected from being actuated by the lighter traffic load by means of hard rubber elements 5 at both sides of the contact members 6. The latter are connected to a multiplex connection box 8 a~ one end of the band structure by means of flat cables 7 which are protected by a rubber cover plate 3.
The whole measuring band structure is held in correct position across the road surface or preferably only across one half thereof by means of a wire system 4 along the opposite edges of the band structure. The wires 4 are anchored outside the road e.g. as shown by means of particular tighten-ing and anchoring means 9 and 10. The measuring band structure, of course,is connected with suitable registering means being able to store the traffic load picture of the road being measured by the activation of the contact mem-bers 6 during the measuring period of time.
Another factor that is preferably known in order to plan the main-tenance operation of a given road surface according to the present method is the strength condition of the existing road. For measuring this, a device may be used which comprises a stand having three supporting legs, which rest di-rectly on the road surface to be measured while a measuring leg is provided with a steel ball adapted to be forced into the road surface by the weight of a load body which may be supported solely upon the steel ball. The depth of penetration of the steel ball will be indicative of the strength of the sur-face. The device includes measuring equipment for registering this penetra-tion depth in respect of the period of time of the strength test.
In accordance with the results of the measurements of the actual crosswise traffic load distribution on the road and the strength test of the road surface it is possible to determine the crosswise differentiated dosage of the coat of asphalt binder to be used in the surface dressing operation to ensure optimal effect of the maintenance operation.
113~2~3 Examp]e Determination of the optimal amount of binder for dressing a road surface.
The hardness was determined in a number of points along the road and during the measurements the temperatures were registered simultaneously.
The hardness is disclosed in table I below representing the quasi-static penetration of a steel ba]l in the substrate (the penetration is ex-pressed in mm) after 5 and 10 minutes wi~h a load of 40 kp. The quasistatic penetration was converted to dynamic penetration by means of van der Pools diagramme. The "roughness" of the road surface was determined by a conven-tional sandpatch method and is shown in diameter expressed in mm ~amount of sand used = 5000 mm3).
Vsand Dsand Temp. C _ ~k(t=10 min) mm3 mm mm mm , _ . _ . . . .~ __ _ _ _ 136 26.3 1,782 2,070 5000 135 25.0 1,500 1,720 132 25.3 1,665 1,856 _ 115 27.6 1,740 1,948 The transverse distribution of the traffic load exceeding l ton was determined.
The distribution in percent is disclosed in Figure 3.
Through meteorological measurements the temperature of the road sur-face was determined hour by hour during one year. In this case temperatures below 20C have not been considered as these temperatures do not influer.ce the 2a final result to any appreciable extent.
The amount of aggregate that can be retained on the road surface was determined experimentally in a simple dressing with the given amount of aggregate. By doing so it is possible to calculate the average void volume ` 1~31~3 in the aggregate layer.
The optimal dosage of the binder was determined by the values thus obtained. The result i.s disclosed in Figure 3.
The present invention relates to a method for carrying out road maintenance works on road surfaces covered by a bituminous top layer and to means for carrying out the method.
Generally, maintenance works on existing roads can be categorized in two main classes, viz. a premixed asphal~ concrete which is spread out on the roadway and then is compacted with a roller. The invention is concerned with the other class of paving methods wherein a liquid asphalt binder and an aggregate, preferably a crushed stone material, are applied in separate layers to the roadway and then the aggregate is compacted into the binder.
A method falling into the latter class is known as a single pass surface treatment or surface dressing, which may be applied to any prepared surface and is frequently applied to existing bituminous paving in order to provide a new and smooth surface and to make the old paving waterproof and hard-wearing. This method usually entails the steps of sweeping the old base in order to remove dirt and other foreign matter and then applying a coat of a liquid asphalt binder to the base, covering the coat of asphalt binder with a layer or course of crushed stone material, rolling the stone material down into the binder until the desired surface finish is attained, and finally brooming the road surface to ensure loose surplus stone being removed.
By the dosage of the binder it should be taken into account whether the road generally carries heavy traffic or lightweight traffic only, since i* is well known that on a heavily loaded road the binder should be applied at a restricted rate compared to a light traffic road, because the heavy traffic acts as a heavy roller which, if the binder is applied in a thick layer, will cause th0 cover stone material to get forced through the binder into the sub-strate and thus make the binder appear on the top surface, where it forms a smooth, compact surface which is generally non-ideal as a road surface, espe-cially from a skid resistance point of view. Therefore, the binder should be *-113i~3 applied in such a thin layer that the stone layer gets bound, but is maintained disintegrated on its top side. On a lightweight traffic road the binder should bc applied in a thicker layer for binding the cover layer in a safe manner, without loose and dangerous top surface material. Normally the amount of binder lies within the interval of 0.6 - 3, preferably 1.5 - 2.1/m2.
In practice the binder is dosed according to a compromise between the requirements of the heaviest loaded road portions, i.e. the normal wheel track portions thereof, and the less loaded portions therebetween, and as well known the results is generally dissatisfying in that loose stone material appears on the said less loaded portions while the heavy loaded track portions are liable to get black, compact and slippery.
It is the purpose of this invention to provide a method of maintain-ing the road surface in such a manner that in the final result the various portions of the road show a surface of a substantially optimal and uniform character throughout the width of the road.
The invention is based on the idea that it is in fact possible to detect the load distribution caused by the traffic over the width of the road.
This can be done photoelectrically or otherwise. The load distribution effects the dosage of the binder in a differentiated manner throughout the transverse profile of the road. When thereafter the aggregate material layer is supplied the resulting character of the road will remain uniform and of good quality during a long period of time.
The present invention may be generally defined as a process for surface treatment of roads by separately applying to the road surface first a liquid asphalt binder and then an aggregate, the amount of asphalt binder applied being sufficient to bind the aggregate over the entire road surface, said process being characterized in that the traffic load distribution is measured across the width of the road to thereby establish which portions B
113~3 across the width of the road are swbjected to heavy loads and which portions are subjected to light loads, and that the liquid asphalt binder is applied in a larger amount upon those portions with light loads and in a lesser amount upon thos~s portions with heavy loads.
- 2a -B
1~31~2~L3 Preferably, the transverse distribution of the traffic load on the road surface is determined and that the binder is applied on the surface in such a way that one applies relatively less binder on heavier loaded portions of the road surface than on the portions of the road surface less loaded.
There is a further parameter which affects the optimal binder supply and the uniformity of the final road surface, viz. the rigidity of the old road surface. If this surface is relatively soft it seems desirable to apply a reduced amount of binder, whether generally or still differentiated across the road, and for further perfection, therefore, it is possible to carry out a real rigidity measurement by pointwise checking ~he penetration, in depth and time, of a loaded test member into the road surface at selected points, and from this test obtaining a readable result which is usable as a parameter for the calculation of the required amount of binder. In this connection even other parameters such as the ambien~ temperature should preferably be taken into consideration, and a set of formulae or other calculation aids may be applied for determining the optimal binder supply.
The roughness of the road surface may also be determined and the influence of said roughness on the optimal amount of the binder is calculated.
According to another aspect of the present invention, a device for measuring the load distribution comprises a base plate provided with a plural-ity of mutually spaced contact members adapted to be activated by vehicles on a road.
When the measuring device, which may also be referred to as guage means, is kept operative during a representative interval of time and the measuring results are caused to be memorized, according to any suitable prin-ciples, it is possible to thereafter read out the relevant data pertaining to maximum and/or average load on the single portions of the width of the road at the particular place, and when a measuring place is chosen which is representa-1~3~3 tive of a considerable length of the road, the binder can then be applied inthe desired crosswise differentiated manner throughout that length of the road. Of course, the measuring equipment may be so adjusted that the data read-out is usable in a direct manner for the differentiated setting of the capacity of binder nozzles in a ~inderapplicator. Preferably the measuring system is so adapted that it provides for registration solely of traffic above a predetermined minimum weight.
The binder may be applied to the road surface by means of a moving cross boom provided with a plurality of binder outlet nozzles of individually adjustable capacity, whereby the binder is applicable simul*aneously all over the wid~h of the road or a partial width thereof.
The invention is described in more detail in the following~ reference being made to the accopanying drawing, in which:-Figure 1 is a top view showing a preferred embodiment of a trafficload measuring device according to the invention;
Figure 2 is a side view of the device of Figure l; and Figure 3 is a graph showing traffic load distribution and binder dosage curves.
In order to make it possible to determine the correct maintenance programme for a certain road surface to be renovated by a so-called surface dressing operation it has been found very important to know precisely the actu-al traffic load picture of the roadway in question. To this end may be used a measuring band structure as shown in Figures 1 and 2 and which is mounted stretched out across the road surface to be examined concerning the traffic load distribution thereon. The band structure shown comprises a rubber mount-ing base plate portion 2 provided with a plurality of mutually spaced contact members 6 adapted to be activated by the wheels of the vehicles on the road.
Tn order only to register the heavy traffic load influence on the road the ~3~3 contact members themselves are protected from being actuated by the lighter traffic load by means of hard rubber elements 5 at both sides of the contact members 6. The latter are connected to a multiplex connection box 8 a~ one end of the band structure by means of flat cables 7 which are protected by a rubber cover plate 3.
The whole measuring band structure is held in correct position across the road surface or preferably only across one half thereof by means of a wire system 4 along the opposite edges of the band structure. The wires 4 are anchored outside the road e.g. as shown by means of particular tighten-ing and anchoring means 9 and 10. The measuring band structure, of course,is connected with suitable registering means being able to store the traffic load picture of the road being measured by the activation of the contact mem-bers 6 during the measuring period of time.
Another factor that is preferably known in order to plan the main-tenance operation of a given road surface according to the present method is the strength condition of the existing road. For measuring this, a device may be used which comprises a stand having three supporting legs, which rest di-rectly on the road surface to be measured while a measuring leg is provided with a steel ball adapted to be forced into the road surface by the weight of a load body which may be supported solely upon the steel ball. The depth of penetration of the steel ball will be indicative of the strength of the sur-face. The device includes measuring equipment for registering this penetra-tion depth in respect of the period of time of the strength test.
In accordance with the results of the measurements of the actual crosswise traffic load distribution on the road and the strength test of the road surface it is possible to determine the crosswise differentiated dosage of the coat of asphalt binder to be used in the surface dressing operation to ensure optimal effect of the maintenance operation.
113~2~3 Examp]e Determination of the optimal amount of binder for dressing a road surface.
The hardness was determined in a number of points along the road and during the measurements the temperatures were registered simultaneously.
The hardness is disclosed in table I below representing the quasi-static penetration of a steel ba]l in the substrate (the penetration is ex-pressed in mm) after 5 and 10 minutes wi~h a load of 40 kp. The quasistatic penetration was converted to dynamic penetration by means of van der Pools diagramme. The "roughness" of the road surface was determined by a conven-tional sandpatch method and is shown in diameter expressed in mm ~amount of sand used = 5000 mm3).
Vsand Dsand Temp. C _ ~k(t=10 min) mm3 mm mm mm , _ . _ . . . .~ __ _ _ _ 136 26.3 1,782 2,070 5000 135 25.0 1,500 1,720 132 25.3 1,665 1,856 _ 115 27.6 1,740 1,948 The transverse distribution of the traffic load exceeding l ton was determined.
The distribution in percent is disclosed in Figure 3.
Through meteorological measurements the temperature of the road sur-face was determined hour by hour during one year. In this case temperatures below 20C have not been considered as these temperatures do not influer.ce the 2a final result to any appreciable extent.
The amount of aggregate that can be retained on the road surface was determined experimentally in a simple dressing with the given amount of aggregate. By doing so it is possible to calculate the average void volume ` 1~31~3 in the aggregate layer.
The optimal dosage of the binder was determined by the values thus obtained. The result i.s disclosed in Figure 3.
Claims (7)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A process for surface treatment of roads by separately applying to the road surface first a liquid asphalt binder and then an aggregate, the amount of asphalt binder applied being sufficient to bind the aggregate over the entire road surface, said process being characterized in that the traffic load distribution is measured across the width of the road to thereby establish which portions across the width of the road are subjected to heavy loads and which portions are subjected to light loads, and that the liquid asphalt binder is applied in a larger amount upon those portions with light loads and in a lesser amount upon those portions with heavy loads.
2. The process of claim 1, comprising the step of measuring the load distribution only for traffic above a predetermined weight.
3. A process according to claim 2, characterized in that when deter-mining the optimal amount of the binder the hardness of the road surface is also determined and the influence of said hardness of the optimal amount of the binder is calculated.
4. A process according to claim 3, characterized in that when deter-mining the optimal amount of the binder the temperature profile of the road surface during a year is determined and that the influence of said profile on the optimal amount of the binder is calculated.
5. A process according to claim 4, characterized in that when deter-mining the optimal amount of the binder the roughness of the road surface is also determined and the influence of said roughness on the optimal amount of the binder is calculated.
6. A device for measuring the load distribution according to claim 1, comprising a base plate provided with a plurality of mutually spaced contact members adapted to be activated by vehicles on a road.
7. A device according to claim 6, characterized in that the contact members are protected from lighter vehicles by means of hard rubber elements on at least one side of said contact members.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB7902994 | 1979-01-29 | ||
| GB7902994 | 1979-01-29 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1138243A true CA1138243A (en) | 1982-12-28 |
Family
ID=10502786
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000344576A Expired CA1138243A (en) | 1979-01-29 | 1980-01-29 | Methods and means for maintenance of road surfaces |
Country Status (14)
| Country | Link |
|---|---|
| JP (1) | JPS55501151A (en) |
| AT (1) | AT376466B (en) |
| AU (1) | AU527820B2 (en) |
| CA (1) | CA1138243A (en) |
| CH (1) | CH647026A5 (en) |
| DE (1) | DE3030678A1 (en) |
| DK (1) | DK410980A (en) |
| GB (1) | GB2066880B (en) |
| NL (1) | NL8020020A (en) |
| NO (1) | NO151628C (en) |
| NZ (1) | NZ192712A (en) |
| SE (1) | SE418879B (en) |
| SU (1) | SU1118293A3 (en) |
| WO (1) | WO1980001578A1 (en) |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1952355C3 (en) * | 1969-10-17 | 1978-06-08 | Hartmut Dipl.-Ing. 5000 Koeln Keller | Device for measuring the axle and / or wheel loads of motor vehicles |
| DE2135033C3 (en) * | 1971-07-14 | 1973-12-20 | Erich 6111 Schaafheim Trautmann | Device for mending road surfaces |
| US3875481A (en) * | 1973-10-10 | 1975-04-01 | Uniroyal Inc | Capacitive weighing mat |
-
1980
- 1980-01-22 NL NL8020020A patent/NL8020020A/en active Search and Examination
- 1980-01-22 DE DE803030678A patent/DE3030678A1/en not_active Ceased
- 1980-01-22 CH CH725980A patent/CH647026A5/en not_active IP Right Cessation
- 1980-01-22 AT AT0906480A patent/AT376466B/en not_active IP Right Cessation
- 1980-01-22 JP JP50034980A patent/JPS55501151A/ja active Pending
- 1980-01-22 WO PCT/SE1980/000020 patent/WO1980001578A1/en active Application Filing
- 1980-01-22 GB GB8106415A patent/GB2066880B/en not_active Expired
- 1980-01-24 AU AU54907/80A patent/AU527820B2/en not_active Ceased
- 1980-01-24 NZ NZ192712A patent/NZ192712A/en unknown
- 1980-01-29 CA CA000344576A patent/CA1138243A/en not_active Expired
- 1980-09-26 NO NO802856A patent/NO151628C/en unknown
- 1980-09-29 DK DK410980A patent/DK410980A/en not_active Application Discontinuation
-
1981
- 1981-02-12 SE SE8100969A patent/SE418879B/en not_active Application Discontinuation
- 1981-02-27 SU SU813252575A patent/SU1118293A3/en active
Also Published As
| Publication number | Publication date |
|---|---|
| NO802856L (en) | 1980-09-26 |
| AT376466B (en) | 1984-11-26 |
| WO1980001578A1 (en) | 1980-08-07 |
| DE3030678A1 (en) | 1982-02-11 |
| JPS55501151A (en) | 1980-12-18 |
| GB2066880B (en) | 1983-06-02 |
| AU5490780A (en) | 1980-08-07 |
| CH647026A5 (en) | 1984-12-28 |
| NO151628C (en) | 1985-05-08 |
| NL8020020A (en) | 1981-03-31 |
| GB2066880A (en) | 1981-07-15 |
| ATA906480A (en) | 1984-04-15 |
| DK410980A (en) | 1980-09-29 |
| SU1118293A3 (en) | 1984-10-07 |
| NZ192712A (en) | 1983-09-02 |
| AU527820B2 (en) | 1983-03-24 |
| NO151628B (en) | 1985-01-28 |
| SE418879B (en) | 1981-06-29 |
| SE8100969L (en) | 1981-02-12 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |