CA1148028A - Radial truck - Google Patents
Radial truckInfo
- Publication number
- CA1148028A CA1148028A CA000326302A CA326302A CA1148028A CA 1148028 A CA1148028 A CA 1148028A CA 000326302 A CA000326302 A CA 000326302A CA 326302 A CA326302 A CA 326302A CA 1148028 A CA1148028 A CA 1148028A
- Authority
- CA
- Canada
- Prior art keywords
- truck
- bolster
- center
- pair
- center sill
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
- B61F5/18—King-bolts
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
Abstract
RADIAL TRUCK
Abstract of the Disclosure A railway car radial truck with a truck bolster having a centrally located aperture to accommodate the con-necting posts of a steering assembly, a relatively flat upper bearing surface with an upwardly projecting post and a center sill containing a center filler for receiving the post and providing a lower bearing surface, there being a resilient bearing plate disposed between the upper and lower bearing surfaces.
Abstract of the Disclosure A railway car radial truck with a truck bolster having a centrally located aperture to accommodate the con-necting posts of a steering assembly, a relatively flat upper bearing surface with an upwardly projecting post and a center sill containing a center filler for receiving the post and providing a lower bearing surface, there being a resilient bearing plate disposed between the upper and lower bearing surfaces.
Description
l~g8028 RADIAL TRUCK
Technical Field The technical field of this invention is railway car rolling stock. It particularly relates to railway car trucks which are self-steering radially.
Background of the Invention The benefits of self-steering are numerous, the principal ones being greatly improved curving character-istics resulting in substantial reduction of rail and wheel wear; complete elimination of lateral instability known as "hunting" throughout the operating speed range which results in reduced truck and car body component damage and wear;
elimination of a major cause of derailments; reduced lading damage; a substantial savings in fuel due to the reduced tractive effort required to haul a vehicle which is track-ing correctly, reduced gage widening of track., etc.
A radial truck construction utilizing a steering arm design is shown in my copending Canadiallapplication Serial Number 326,243, filed April 24, 1979.
The steering arm of the above mentioned appli-cation, in one embodiment, is designed to retrofit to a truck utilizing a so-called "rod-through" truck brake rig-ging which means that the brake rigging connection rod passes through one of two off-center holes in the truck bolster.
The other hole is utilized to pass the steering arm center connecting post to complete a flexible con-nection with the mating steering arm at the longitudinal ','~:
y~
1148~28 centerline of the truck.
The "rod-through" brake rigging requires that the anchor of the system be applied to the truck bolster and as this is located off-center, the resulting force couple produced effects a rotating force on the truck during brake applications and biases the truck in one direction at an angle to the direction of travel.
This rotative action tends to cause the wheel flanges at diagonal locations of the trucks to wear at a faster rate than the opposite diagonally located wheels.
It also biases the truck in one direction to cause parallelogramming or lozenging to occur consistently in that direction to further increase wheel flange wear at the diagonal location.
Since the wheels are permanently applied to the axles, the badly worn wheel of a pair governs the remachining period to reestablish the correct profile and the result is that much more metal must be removed from the unworn wheel to bring the pair into compliance than would otherwise be necessary. This represents an uneconomic loss of usable wheel tread metal.
The radial truck steering ability restrains the truck from parallelogramming or lozenging and resists the wholesale unsquaring of the truck by the brake forces, but it cannot completely eliminate this problem.
Also, the current radial truck arrangement steering arm connecting post is off-center per my copending application Canadian Serial No. 326,243, filed April 24, 1979, to pass through the existing truck bolster hole, this requires that ... . .
t. ~.~ - 2-cbr/~
'' .
':
- 1 148~)Z8 the mating arms be left- and right- handed which increase the production cost in addition to adding complication to the design and the assembly procedures, etc.
To combat the above enumerated problems, the present invention has a primary objective of providing a truck bolster and radial steering arm design which will accommodate a symmertical arrangement together with a rod-under truck brake rigging.
The present invention resides in a railway car truck comprising at least a pair of longitudinally spaced wheelsets composed of axles with spaced apart wheels mounted thereon, a pair of sidefra~es mounted on the wheelsets, a truck bolster having a center section mounted on the pair of sideframes, a pair of steering arm members, one for each axle, having means for rotative mounting of the axles, each steering arm member extending from its axle to a point substantially midway between the axles where they are pivotally connected. A longitudinal center sill is disposed above the truck bolster, and a body bolster intersects the center sill, the center sill at the junction of the body bolster, having a bottom open pocket. In the present invention the truck bolster has a centrally located relatively flat upper surface with a centered upwardly projecting post for pivoting the truck when negotiating curved track. The center sill contains an apertured center filler in the open pocket for receiving the post. A resilient bearing plate is disposed between the flat upper bearing surface of the truck bolster and the lcwer bearing surface formed at the body bolster by the center sill center filler assembly. The bolster center section is provided with a lateral opening to provide operating clearance for the pivotal connection of the steering arm members.
An object is to provide a truck bolster with a sb/~y3 -11481~Z~
central aperture to accommodate steering arm connector posts while maintaining the required section strength at the bolster centerline.
A further object is to provide a bolster with an improved center bearing which will also add depth to the bolster centerline section.
A specific embodiment of the invention provides a resilient center bearing sandwich liner to reduce the load concentration caused by car body rocking and render the new center bearing an acceptable improvement over the conventional center plate.
Yet another object is to achieve maximum simplicity in the design and application of the steering arms by making them symmetrical about the longitudinal centerline of the truck. An additional object is to provide a central pivot for the truck, which will present a large bearing area and can be equipped with a highly wear resistent sleeve, as an acceptable improvement over the conventional center plate and loose pin, and, a component of the means of increasing the bolster depth for strength purposes in view of the required aperture.
Brief Description of the Drawing Other objects and advantages of the invention will be apparent from the detailed description and the accompanying drawings, in which:
Figure 1 is a plan view of a railroad freight truck in which has been incorporated a steering assembly;
Figure 2 is a side elevation of the truck of Figure 1 partially in section;
Figure 3 is a fragmentary end view partially in -3a-cbr/ i - : , ' . :
. , : .
". : ' .
.
.
~1~8~Z8 section of the truck of Figure l;
Figure 4 is an elevation view, partly in cross-section, of the resilient center bearing plate; and Figure 5 is an isometric exploded view of the body bolster center pivot bearing assembly.
Detailed Description of the Preferred Embodiment In accordance with the present invention, there is provided a railway car truck comprising at least a pair of longitudinally spaced wheelsets composed of axles with spaced apart wheels mounted thereon. A pair of sideframes .
-3b-~- cbr/''~
1~48~Z8 are mounted on the wheelsets. A truck is bolster mounted on the pair of sideframes. A pair of steering arm members, one or each axle, rotatively mounted on said axles. Each steering arm member extends from its axle to a point sub-stantially midway between the axles where they are pivotally connected. A longitudinal center sill is disposed above the truck bolster. A body bolster intersects the center sill.
The center sill, at the junction of the body bolster, has a bottom open pocket. The truck bolster contains a centrally located, relatively flat upper surface with a centered up-wardly projecting post for pivoting the truck when negoti-ating curved track. The center sill contains an apertured flush center filler in the open pocket for receiving the post. A resilient bearing plate is disposed between the flat upper surface of the truck bolster and the body bolster - center sill.
Referring now in detail to the drawings in which like reference characters represent like parts, the im-proved radial truck of the present invention retains the essentials ~f the construction of the aforementioned copend-ng application, while makin~ otherwise unrelated structural changes to the conventional truck/car-body interface to accommodate the related improvements.
The improved radial truck 1 compri6es conventional side frames 2, improved bolster 3, wheelsets 4, improved steering arms 5, and brake rigging (only bralce beam 35 shown) as the principal components.
The side frames 2 receive and support the bolster 3 in a conventional manner, the frames and the bolster ends 6 being generally of standard construction.
The center section 7 of the bolster 3 is provided with an opening 8 located on the lateral centerline and of sufficient lateral and vertical dimension to provide operating clearance for the connector posts 32 of the steer-ing arms 5. The top wall 9 of the bolster diverges in an upward slope at the center to merge with a flat circular plate area 10 which constitutes the center bearing area 11.
At the center of the circular bearing area 11 is an upwardly projecting post 12 which is the pivot about which the truck , : .
~48~28 --s--1 rotates to negotiate curved track. Post 12 is shown as cast or machined, but it could be provided with a hard wearing sleeve about its periphery 13.
To rotatably receive post 12, the car body centèr sill 14 and body bolster 15, junction 16 is provided with a center filler 17 which enters the open bottom pocket 18 formed by the application of spaced shear plates 28 at junction 16 from below and is secured such as by welding in place. The bolster sole plate 19 (this could also be a flat .. 10 wear plate or a combination), is applied in the usual manner but with a hole 27 to correspond to the aperture 34 and permit entry of the post 12 when the truck 1 and car body are assembled.
The flat lower surface 21 of the sole plate 19 is arranged to interface with the flat circular bearing area surface 11 of the bolster center section ? through the cushioning medium of a resilient sandwich bearing plate 23 made up of a layer of elastomer 24, bonded between circular hardened steel plates 25. The center 26 of the sandwich bearing plate 23 is removed to form a hole proportioned for the passage of post 13. The purpose of the resilient sand-wich bearing plate 23 is to relieve the edges of the bearing surfaces 21 and 11 from experiencing a high concentration of load during angular excursions of the car body (not shown) about the horizontal or lateral axes.
The steering arms 5 comprise two side arms 29, a central beam 30, corner connections 31 and center connector post 32, all of which are preferably made integral whether of cast or fabricated construction. The construction is generally similar to my co-pending patent application ~dian Serial Number 326,2~3 with the exception that the central beam 30 is lower in relationship to the side arms 29 and the connector posts 32 are centrally located. The flexible center connection 33 between the mated steering arms can be any one or a combination of the various embodiments covered in my above-mentioned co-pending patent application.
It should be understood that the described and disclosed embodiment is merely exemplary of the invention and that all modifications are intended that do no~ depart Z~
from the spirit of the invention and the appended claims.
- , ,, . ~ .
Technical Field The technical field of this invention is railway car rolling stock. It particularly relates to railway car trucks which are self-steering radially.
Background of the Invention The benefits of self-steering are numerous, the principal ones being greatly improved curving character-istics resulting in substantial reduction of rail and wheel wear; complete elimination of lateral instability known as "hunting" throughout the operating speed range which results in reduced truck and car body component damage and wear;
elimination of a major cause of derailments; reduced lading damage; a substantial savings in fuel due to the reduced tractive effort required to haul a vehicle which is track-ing correctly, reduced gage widening of track., etc.
A radial truck construction utilizing a steering arm design is shown in my copending Canadiallapplication Serial Number 326,243, filed April 24, 1979.
The steering arm of the above mentioned appli-cation, in one embodiment, is designed to retrofit to a truck utilizing a so-called "rod-through" truck brake rig-ging which means that the brake rigging connection rod passes through one of two off-center holes in the truck bolster.
The other hole is utilized to pass the steering arm center connecting post to complete a flexible con-nection with the mating steering arm at the longitudinal ','~:
y~
1148~28 centerline of the truck.
The "rod-through" brake rigging requires that the anchor of the system be applied to the truck bolster and as this is located off-center, the resulting force couple produced effects a rotating force on the truck during brake applications and biases the truck in one direction at an angle to the direction of travel.
This rotative action tends to cause the wheel flanges at diagonal locations of the trucks to wear at a faster rate than the opposite diagonally located wheels.
It also biases the truck in one direction to cause parallelogramming or lozenging to occur consistently in that direction to further increase wheel flange wear at the diagonal location.
Since the wheels are permanently applied to the axles, the badly worn wheel of a pair governs the remachining period to reestablish the correct profile and the result is that much more metal must be removed from the unworn wheel to bring the pair into compliance than would otherwise be necessary. This represents an uneconomic loss of usable wheel tread metal.
The radial truck steering ability restrains the truck from parallelogramming or lozenging and resists the wholesale unsquaring of the truck by the brake forces, but it cannot completely eliminate this problem.
Also, the current radial truck arrangement steering arm connecting post is off-center per my copending application Canadian Serial No. 326,243, filed April 24, 1979, to pass through the existing truck bolster hole, this requires that ... . .
t. ~.~ - 2-cbr/~
'' .
':
- 1 148~)Z8 the mating arms be left- and right- handed which increase the production cost in addition to adding complication to the design and the assembly procedures, etc.
To combat the above enumerated problems, the present invention has a primary objective of providing a truck bolster and radial steering arm design which will accommodate a symmertical arrangement together with a rod-under truck brake rigging.
The present invention resides in a railway car truck comprising at least a pair of longitudinally spaced wheelsets composed of axles with spaced apart wheels mounted thereon, a pair of sidefra~es mounted on the wheelsets, a truck bolster having a center section mounted on the pair of sideframes, a pair of steering arm members, one for each axle, having means for rotative mounting of the axles, each steering arm member extending from its axle to a point substantially midway between the axles where they are pivotally connected. A longitudinal center sill is disposed above the truck bolster, and a body bolster intersects the center sill, the center sill at the junction of the body bolster, having a bottom open pocket. In the present invention the truck bolster has a centrally located relatively flat upper surface with a centered upwardly projecting post for pivoting the truck when negotiating curved track. The center sill contains an apertured center filler in the open pocket for receiving the post. A resilient bearing plate is disposed between the flat upper bearing surface of the truck bolster and the lcwer bearing surface formed at the body bolster by the center sill center filler assembly. The bolster center section is provided with a lateral opening to provide operating clearance for the pivotal connection of the steering arm members.
An object is to provide a truck bolster with a sb/~y3 -11481~Z~
central aperture to accommodate steering arm connector posts while maintaining the required section strength at the bolster centerline.
A further object is to provide a bolster with an improved center bearing which will also add depth to the bolster centerline section.
A specific embodiment of the invention provides a resilient center bearing sandwich liner to reduce the load concentration caused by car body rocking and render the new center bearing an acceptable improvement over the conventional center plate.
Yet another object is to achieve maximum simplicity in the design and application of the steering arms by making them symmetrical about the longitudinal centerline of the truck. An additional object is to provide a central pivot for the truck, which will present a large bearing area and can be equipped with a highly wear resistent sleeve, as an acceptable improvement over the conventional center plate and loose pin, and, a component of the means of increasing the bolster depth for strength purposes in view of the required aperture.
Brief Description of the Drawing Other objects and advantages of the invention will be apparent from the detailed description and the accompanying drawings, in which:
Figure 1 is a plan view of a railroad freight truck in which has been incorporated a steering assembly;
Figure 2 is a side elevation of the truck of Figure 1 partially in section;
Figure 3 is a fragmentary end view partially in -3a-cbr/ i - : , ' . :
. , : .
". : ' .
.
.
~1~8~Z8 section of the truck of Figure l;
Figure 4 is an elevation view, partly in cross-section, of the resilient center bearing plate; and Figure 5 is an isometric exploded view of the body bolster center pivot bearing assembly.
Detailed Description of the Preferred Embodiment In accordance with the present invention, there is provided a railway car truck comprising at least a pair of longitudinally spaced wheelsets composed of axles with spaced apart wheels mounted thereon. A pair of sideframes .
-3b-~- cbr/''~
1~48~Z8 are mounted on the wheelsets. A truck is bolster mounted on the pair of sideframes. A pair of steering arm members, one or each axle, rotatively mounted on said axles. Each steering arm member extends from its axle to a point sub-stantially midway between the axles where they are pivotally connected. A longitudinal center sill is disposed above the truck bolster. A body bolster intersects the center sill.
The center sill, at the junction of the body bolster, has a bottom open pocket. The truck bolster contains a centrally located, relatively flat upper surface with a centered up-wardly projecting post for pivoting the truck when negoti-ating curved track. The center sill contains an apertured flush center filler in the open pocket for receiving the post. A resilient bearing plate is disposed between the flat upper surface of the truck bolster and the body bolster - center sill.
Referring now in detail to the drawings in which like reference characters represent like parts, the im-proved radial truck of the present invention retains the essentials ~f the construction of the aforementioned copend-ng application, while makin~ otherwise unrelated structural changes to the conventional truck/car-body interface to accommodate the related improvements.
The improved radial truck 1 compri6es conventional side frames 2, improved bolster 3, wheelsets 4, improved steering arms 5, and brake rigging (only bralce beam 35 shown) as the principal components.
The side frames 2 receive and support the bolster 3 in a conventional manner, the frames and the bolster ends 6 being generally of standard construction.
The center section 7 of the bolster 3 is provided with an opening 8 located on the lateral centerline and of sufficient lateral and vertical dimension to provide operating clearance for the connector posts 32 of the steer-ing arms 5. The top wall 9 of the bolster diverges in an upward slope at the center to merge with a flat circular plate area 10 which constitutes the center bearing area 11.
At the center of the circular bearing area 11 is an upwardly projecting post 12 which is the pivot about which the truck , : .
~48~28 --s--1 rotates to negotiate curved track. Post 12 is shown as cast or machined, but it could be provided with a hard wearing sleeve about its periphery 13.
To rotatably receive post 12, the car body centèr sill 14 and body bolster 15, junction 16 is provided with a center filler 17 which enters the open bottom pocket 18 formed by the application of spaced shear plates 28 at junction 16 from below and is secured such as by welding in place. The bolster sole plate 19 (this could also be a flat .. 10 wear plate or a combination), is applied in the usual manner but with a hole 27 to correspond to the aperture 34 and permit entry of the post 12 when the truck 1 and car body are assembled.
The flat lower surface 21 of the sole plate 19 is arranged to interface with the flat circular bearing area surface 11 of the bolster center section ? through the cushioning medium of a resilient sandwich bearing plate 23 made up of a layer of elastomer 24, bonded between circular hardened steel plates 25. The center 26 of the sandwich bearing plate 23 is removed to form a hole proportioned for the passage of post 13. The purpose of the resilient sand-wich bearing plate 23 is to relieve the edges of the bearing surfaces 21 and 11 from experiencing a high concentration of load during angular excursions of the car body (not shown) about the horizontal or lateral axes.
The steering arms 5 comprise two side arms 29, a central beam 30, corner connections 31 and center connector post 32, all of which are preferably made integral whether of cast or fabricated construction. The construction is generally similar to my co-pending patent application ~dian Serial Number 326,2~3 with the exception that the central beam 30 is lower in relationship to the side arms 29 and the connector posts 32 are centrally located. The flexible center connection 33 between the mated steering arms can be any one or a combination of the various embodiments covered in my above-mentioned co-pending patent application.
It should be understood that the described and disclosed embodiment is merely exemplary of the invention and that all modifications are intended that do no~ depart Z~
from the spirit of the invention and the appended claims.
- , ,, . ~ .
Claims (4)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. In a railway car truck comprising at least a pair of longitudinally spaced wheelsets composed of axles with spaced apart wheels mounted thereon; a pair of sideframes mounted on the wheelsets; a truck bolster having a center section mounted on the pair of sideframes; a pair of steering arm members, one for each axle, having means for rotative mounting on said axles, each steering arm member extending from its axle to a point substantially midway between the axles where they are pivotally connected; a longitudinal center sill disposed above the truck bolster; a body bolster intersecting the center sill; the center sill at the junction of the body bolster, having a bottom open pocket; the improve-ment comprising the truck bolster having a centrally located, relatively flat upper surface with a centered upwardly pro-jecting post for pivoting the truck when negotiating curved track, the center sill containing an apertured center filler in the open pocket for receiving the post, there being a resilient bearing plate disposed between the flat upper bearing surface of the truck bolster and the lower bearing surface formed at the body bolster by the center sill - center filler assembly, the bolster center section being provided with a lateral opening to provide operating clearance for the pivotal connection of the steering arm members.
2. Truck of claim 1, in which the flat upper surface of the truck bolster is formed by the divergence of the top wall in an upward slope.
3. Truck of claim 1, in which the flat upper surface is circular in configuration.
4. Truck of claim 1, in which the bearing plate is a sandwich formed by two outer steel plates with an elastomeric material bonded therebetween.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US90887578A | 1978-05-23 | 1978-05-23 | |
| US908,875 | 1978-05-23 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1148028A true CA1148028A (en) | 1983-06-14 |
Family
ID=25426357
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000326302A Expired CA1148028A (en) | 1978-05-23 | 1979-04-25 | Radial truck |
Country Status (14)
| Country | Link |
|---|---|
| JP (2) | JPS54153413A (en) |
| AU (1) | AU523292B2 (en) |
| BE (1) | BE874750A (en) |
| BR (1) | BR7903188A (en) |
| CA (1) | CA1148028A (en) |
| CH (1) | CH630852A5 (en) |
| DE (1) | DE2921391A1 (en) |
| FR (1) | FR2426601A1 (en) |
| GB (1) | GB2022043B (en) |
| IN (1) | IN151755B (en) |
| IT (1) | IT1115993B (en) |
| MX (1) | MX148308A (en) |
| NZ (1) | NZ190307A (en) |
| ZA (1) | ZA792101B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| BE875507A (en) * | 1978-07-21 | 1979-10-11 | Dresser Ind | RADIAL BOGIE |
| AT404457B (en) * | 1994-03-23 | 1998-11-25 | Doppelmayr & Sohn | VEHICLE WITH AT LEAST TWO CHASSIS |
| AT510492A1 (en) * | 2010-09-21 | 2012-04-15 | Siemens Ag Oesterreich | WEIGHT-OPTIMIZED CONNECTION OF THE VEHICLE OF A RAIL VEHICLE TO A VEHICLE BOX |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3664269A (en) * | 1970-05-27 | 1972-05-23 | Dresser Ind | Combined body bolster center filler and center plate for railway cars |
| BE767283A (en) * | 1971-05-17 | 1971-10-18 | Standard Car Truck Co | RAILWAY WAGON BOGGIE CRAPAUDINE. |
| ZA727978B (en) * | 1972-11-10 | 1974-07-31 | Inventions Dev Corp Sa | Improvements in railway suspensions |
| JPS5039282A (en) * | 1973-08-11 | 1975-04-11 | ||
| CA1065190A (en) * | 1975-08-28 | 1979-10-30 | Harold A. List | Articulated trucks |
-
1979
- 1979-03-12 BE BE1/9302A patent/BE874750A/en not_active IP Right Cessation
- 1979-04-25 CA CA000326302A patent/CA1148028A/en not_active Expired
- 1979-04-27 NZ NZ190307A patent/NZ190307A/en unknown
- 1979-04-27 IN IN269/DEL/79A patent/IN151755B/en unknown
- 1979-05-01 AU AU46571/79A patent/AU523292B2/en not_active Ceased
- 1979-05-01 ZA ZA792101A patent/ZA792101B/en unknown
- 1979-05-11 IT IT49027/79A patent/IT1115993B/en active
- 1979-05-16 GB GB7917070A patent/GB2022043B/en not_active Expired
- 1979-05-21 FR FR7912888A patent/FR2426601A1/en not_active Withdrawn
- 1979-05-21 MX MX177735A patent/MX148308A/en unknown
- 1979-05-22 CH CH479279A patent/CH630852A5/en not_active IP Right Cessation
- 1979-05-22 BR BR7903188A patent/BR7903188A/en unknown
- 1979-05-23 DE DE19792921391 patent/DE2921391A1/en not_active Withdrawn
- 1979-05-23 JP JP6374179A patent/JPS54153413A/en active Pending
-
1987
- 1987-12-21 JP JP1987193915U patent/JPH02365Y2/ja not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| IN151755B (en) | 1983-07-23 |
| BR7903188A (en) | 1979-12-11 |
| AU4657179A (en) | 1979-11-29 |
| DE2921391A1 (en) | 1979-11-29 |
| ZA792101B (en) | 1980-05-28 |
| IT7949027A0 (en) | 1979-05-11 |
| GB2022043A (en) | 1979-12-12 |
| AU523292B2 (en) | 1982-07-22 |
| JPS54153413A (en) | 1979-12-03 |
| JPH02365Y2 (en) | 1990-01-08 |
| FR2426601A1 (en) | 1979-12-21 |
| CH630852A5 (en) | 1982-07-15 |
| MX148308A (en) | 1983-04-08 |
| IT1115993B (en) | 1986-02-10 |
| BE874750A (en) | 1979-09-12 |
| GB2022043B (en) | 1982-07-28 |
| JPS63128173U (en) | 1988-08-22 |
| NZ190307A (en) | 1983-06-17 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |