CA1168110A - Steerable railway truck - Google Patents
Steerable railway truckInfo
- Publication number
- CA1168110A CA1168110A CA000386874A CA386874A CA1168110A CA 1168110 A CA1168110 A CA 1168110A CA 000386874 A CA000386874 A CA 000386874A CA 386874 A CA386874 A CA 386874A CA 1168110 A CA1168110 A CA 1168110A
- Authority
- CA
- Canada
- Prior art keywords
- journal boxes
- truck
- journal
- axles
- posts
- 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
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
- B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
- B61F5/32—Guides, e.g. plates, for axle-boxes
-
- 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
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
-
- 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
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
Abstract
ABSTRACT OF THE DISCLOSURE
A railway truck having a rigid frame includes journal boxes slidably mounted with the ends of the side frames. Equalizer beams are connected to the tops of the journal boxes. Flexible members are disposed between the journal boxes and the frames and between the journal boxes and the equalizer beams so that when the truck is moving around a curve at a sufficiently high speed, the creep forces acting on the wheels cause the axles within the journal boxes and controlled by the equalizer beams to move radially limited amounts.
A railway truck having a rigid frame includes journal boxes slidably mounted with the ends of the side frames. Equalizer beams are connected to the tops of the journal boxes. Flexible members are disposed between the journal boxes and the frames and between the journal boxes and the equalizer beams so that when the truck is moving around a curve at a sufficiently high speed, the creep forces acting on the wheels cause the axles within the journal boxes and controlled by the equalizer beams to move radially limited amounts.
Description
In inter-city travel by rail cars where large radius curves are involved, it is desirable to provide small amounts of self steering in the truckwithout adversely affecting the stability of the truck. This is especially desi-rable when the car is travelling at high speeds. At the same time, such sel-f steering should be provided without requiring major design changes in the truck thereby making such self steering available for retrofitting on existing trucks.A railway car presently being used extensively utilizes a truck with a rigid frame along with equalizer beams. The rigid frame comprises an "H" shaped frame. This type of frame maintains the truck in tram or keeps the axles para-llel or squared with respect to each other during travel. The rigid frame is ~ generally used with equalizer means associated with journal boxes slidably moun-- ted within the ends of the side frames. The equalizer means include equalizer beams which extend on both sides of the truck and mounted on top of the front and rear journal boxes.
The journal boxes are disposed to slide up and down within the ends of t.he side frames of the truck. The loads app:Lied to the wheels of the car are transmitted through the axles and journal boxes to the equalizer beams.
- The equalizer beams bring the load over equalizer springs. Equalizer beams are used so that, during travel, if one wheel is lifted, the load will notchange much. The equalizer beams and springs equalize the vertical loads on the wheels.
An arrangement having a rigid frame and equalizer means, as described above, makes it extremely difficult to provide a truck with self steering. At the same time, such self steering is highly desirable because it greatly enhances the ride comfort of passengers and it also reduces track wheel wear and lateral track force. The advantages of steerable trucks are well known and are part of - the prior art.
. ~
It is an object of this invention to provide an improved truck having high stability with a limited amount of self steering.
It is a further object of this invention to provide means for permitting a limited amount of self steering in a relatively rigid truck without modifying the basic design or parts in the truck~
In accordance with the present invention, there is pro-vided in combination with a rigid frame in a truck with a pair of side frames and wheels connected to axles to contact rails, jour-nal boxes including said axles, equalizer beams mounted to the ~: tops of sa.id journal boxes, a pair of pedestal liners provided in each of the ends of said side frames on opposite sides of each of said journal boxes to permit said journal boxes to slide up and down therein, each of said pedestal liners including a pair of mutually parallel "C" shaped posts one of which is fixed to a side frame and one of which is smaller than the other, a pair of flex-ible members connected be.tween the legs of the posts to permit ~` limited longitudinal movement of the journal box associated there-with, said posts being responsive to creep forces developed in . 20 said wheels to cause angular movement of one post with respect to the other, the angular movement being limited by the space bet-ween the pGStS and a third flexible member connected between said side frame and the top of each journal box to permit radial move-ment of said journal box and the axle contained therein.
The invention will now be described in greater detail with reference to the accompanying drawings r in which:
Figure 1 is a side view of a steerable truck, in accor-dance with the present invention;
Figure 2 is an enlarged view of a portion of Figure 1illustrating in greater detail one end of the truck of Fiyure l;
and Figure 3 is a cross-sectional view, taken along lines 3-3 of Figure 2.
Referring to Figure 1, a rail truck 10 is disposed to ~ carry a rail ~ar body 12, Except for the features relating to .~ the elements provided for self steering, the truck 10 may be con-ventional. Only one side of the truck 10 is illustrated in Figure 1, it being understood that the opposite side of the truck in-cludes substantially similar parts operating in substantially the same manners.
.~
' "
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The truck 10 comprises a pair of longitudinally extending side frames, only one of which side frame 14 is illustrated. The main Erame of the truck may comprise an "H" shaped rigid frame of which a central portion (not illustrated) connects the two side frames. The relatively rigid frame maintains the truck in tram during operation.
The opposite ends of the side frames are shaped to provide open areas 16 and 18 for receiving the journal boxes 20 and 22, respectively with retainingstrips 17 and 19 being secured below the open areas of the ends of the frame.
The journal boxes 20 and 22 are disposed to slide up and down within the ends ofthe side frames in the areas 16 and 18 during operation.
A pair of equalizer beams, of which only one beam 24 is illustrated, ~ extend longitudinally in the same direction and generally parallel to the side ; frames. The equalizer beams are sui~ably mounted to the tops of the front and roar journal boxes. The beam 24 has its ends mounted to the journal boxes 20 and 22 which include axles 21 and 23, respectively.
A pair of equalizer springs 26 and 28 are connected between the equali-zer beam 24 and side frame 1~. The beam 2~ carries the load from the journal boxes 20 and 22 to the equalizer springs 26 and 28. The purpose of the equalizerbeam and springs is to equalize the vertical loads on wheels 30 and 32, connected to axles 21 and 23, respectively, so that if one of the whoels 30 or 32 is lifted with respect to the other, the vertical loads on the wheels will not change sub-stantially.
A bolster 34 is secured to the truck frame and pivots about the center of the truck in a conventional manner. The bolster is tied to the car body 12 byappropriate means including an anchor member 36 and anchor rod 38. A secondary spring ~0 of conventional design is connected between the car body 12 and bolster 34. ~igures 2 and 3 illustrate the features of the present invention which may be incorporated in a truck, such as illustrated in Figure 1.
~ eferring to Figures 2 and 3, the operation of the journal box 22 is the same as the journal box 20 (Figure 1~ and involve the same type of parts.
Consequently, it will be assumed that all the journal boxes in the truck 10 operate in substantially the same manner and therefore only the operation of the ; journal box 22 will be described. Specific details associated with the journal boxes, such as bearings, primary suspension units and other elements are not illustrated or described because they are conventional and not necessary to an understanding of the present invention.
The journal box 22 is disposed to slide up and down on pedestal liners 42 and 44. The present invention is directed to ~he ~eatures which permit the journal boxes to slide up and down as in the prior art, but at the same time per-mit the axles 21 and 23 within the journal boxes to move radially limited amounts as the car goes around curves in the track and the wheels are subjected to wheel rail creep forces.
It is known that when a truck goes around curves that creep forces are developediat the wheel rail interface which tend to force the axles to be moved radially. However, when the frame of the truck is rigid and equalizer beams are used, as described above, the axles are not free to move within the journal boxes which can only slide up and down in pedestal liners in the ends of the side frames. As is known, when the axles are not free to rotate radially to some extent during curves, wheel and rail wear develop and passenger riding comfort is decreased.
Each of the pedestal liners 42 and 44 comprises vertically disposed posts 46 and 48 shown in Figure 3. The pos~s 46 and 48 are "C" shaped with the post 48 being smaller ~han tha post 46. The post 48 is disposed partly within the post 46, and is spaced generally parallel thereto. The post 48 is fixed to the end portion 51 of the side frame 14 by means of a bolt or other means. In some cases, the post 48 may be a cap member secured to the frame.
Flexible members 50 and 52 are sandwiched between the vertical ends or legs of the "C" of the posts 46 and 48. The flexible members 46 and 48 are rel-atively soft longitudinally so that, if the creep forces are developed during curves, the post 46 will move with resyect to the post 48 and consequently the side frame 14 permit the axles 21 and 23 to be free to move longitudinally.
In addition to permitting the axles 21 and 23 to be moved longitudin-ally~ a third flexible member 54~ shown in Figure 2, is used to permit the axles to be moved radially. The flexible member 54 is sandwiched between plates or caps 56 and 58. The plate 56 is secured to a connecting member 60 which is con-nected to the end of the equalizer beam 24. The plate 58 is secured to the top of the journal box 22.
The flexible members 50~ 52 and 54 allow the post 46 to move angularly with respect to the fixed post 48. This movement permits the axle 23 to take a radial position due to creep forces.
While lt is desirable`to permit a certain amount of movement of the axles when the creep forces are high~ the flexible members should not be so soft to adversely affect the stability of the ~ruck. The flexible members may com-prise rubber designed to have pPedetermined spring rates dependent upon the over-all design of the truck involved.
The vertical post 48 is spaced from the post 46 to permit the post 46 to be moved angularly with respect to the fixed post 48. The relatively small space between the posts 46 and 48 limits the amount of angular movement there between because the angular movement will stop when the posts 46 and 48 contact each other. This arrangement therefore limits the amount of radial movement of the axles regardless of the magnitude of the creep forces. Thus ~he present .
invention maintains the stability of the truck between predetermined maximum limits.
The present invention has made possible radial movements of the axles in a truck to permit a limited amount of self steering without substantially affecting the stability of the truck. This is highly advantageous in a rail car ~ravelling at relatively high speeds around curves in inter-city travel.
:
..-~
,~'
The journal boxes are disposed to slide up and down within the ends of t.he side frames of the truck. The loads app:Lied to the wheels of the car are transmitted through the axles and journal boxes to the equalizer beams.
- The equalizer beams bring the load over equalizer springs. Equalizer beams are used so that, during travel, if one wheel is lifted, the load will notchange much. The equalizer beams and springs equalize the vertical loads on the wheels.
An arrangement having a rigid frame and equalizer means, as described above, makes it extremely difficult to provide a truck with self steering. At the same time, such self steering is highly desirable because it greatly enhances the ride comfort of passengers and it also reduces track wheel wear and lateral track force. The advantages of steerable trucks are well known and are part of - the prior art.
. ~
It is an object of this invention to provide an improved truck having high stability with a limited amount of self steering.
It is a further object of this invention to provide means for permitting a limited amount of self steering in a relatively rigid truck without modifying the basic design or parts in the truck~
In accordance with the present invention, there is pro-vided in combination with a rigid frame in a truck with a pair of side frames and wheels connected to axles to contact rails, jour-nal boxes including said axles, equalizer beams mounted to the ~: tops of sa.id journal boxes, a pair of pedestal liners provided in each of the ends of said side frames on opposite sides of each of said journal boxes to permit said journal boxes to slide up and down therein, each of said pedestal liners including a pair of mutually parallel "C" shaped posts one of which is fixed to a side frame and one of which is smaller than the other, a pair of flex-ible members connected be.tween the legs of the posts to permit ~` limited longitudinal movement of the journal box associated there-with, said posts being responsive to creep forces developed in . 20 said wheels to cause angular movement of one post with respect to the other, the angular movement being limited by the space bet-ween the pGStS and a third flexible member connected between said side frame and the top of each journal box to permit radial move-ment of said journal box and the axle contained therein.
The invention will now be described in greater detail with reference to the accompanying drawings r in which:
Figure 1 is a side view of a steerable truck, in accor-dance with the present invention;
Figure 2 is an enlarged view of a portion of Figure 1illustrating in greater detail one end of the truck of Fiyure l;
and Figure 3 is a cross-sectional view, taken along lines 3-3 of Figure 2.
Referring to Figure 1, a rail truck 10 is disposed to ~ carry a rail ~ar body 12, Except for the features relating to .~ the elements provided for self steering, the truck 10 may be con-ventional. Only one side of the truck 10 is illustrated in Figure 1, it being understood that the opposite side of the truck in-cludes substantially similar parts operating in substantially the same manners.
.~
' "
~ -2a-/, ~
The truck 10 comprises a pair of longitudinally extending side frames, only one of which side frame 14 is illustrated. The main Erame of the truck may comprise an "H" shaped rigid frame of which a central portion (not illustrated) connects the two side frames. The relatively rigid frame maintains the truck in tram during operation.
The opposite ends of the side frames are shaped to provide open areas 16 and 18 for receiving the journal boxes 20 and 22, respectively with retainingstrips 17 and 19 being secured below the open areas of the ends of the frame.
The journal boxes 20 and 22 are disposed to slide up and down within the ends ofthe side frames in the areas 16 and 18 during operation.
A pair of equalizer beams, of which only one beam 24 is illustrated, ~ extend longitudinally in the same direction and generally parallel to the side ; frames. The equalizer beams are sui~ably mounted to the tops of the front and roar journal boxes. The beam 24 has its ends mounted to the journal boxes 20 and 22 which include axles 21 and 23, respectively.
A pair of equalizer springs 26 and 28 are connected between the equali-zer beam 24 and side frame 1~. The beam 2~ carries the load from the journal boxes 20 and 22 to the equalizer springs 26 and 28. The purpose of the equalizerbeam and springs is to equalize the vertical loads on wheels 30 and 32, connected to axles 21 and 23, respectively, so that if one of the whoels 30 or 32 is lifted with respect to the other, the vertical loads on the wheels will not change sub-stantially.
A bolster 34 is secured to the truck frame and pivots about the center of the truck in a conventional manner. The bolster is tied to the car body 12 byappropriate means including an anchor member 36 and anchor rod 38. A secondary spring ~0 of conventional design is connected between the car body 12 and bolster 34. ~igures 2 and 3 illustrate the features of the present invention which may be incorporated in a truck, such as illustrated in Figure 1.
~ eferring to Figures 2 and 3, the operation of the journal box 22 is the same as the journal box 20 (Figure 1~ and involve the same type of parts.
Consequently, it will be assumed that all the journal boxes in the truck 10 operate in substantially the same manner and therefore only the operation of the ; journal box 22 will be described. Specific details associated with the journal boxes, such as bearings, primary suspension units and other elements are not illustrated or described because they are conventional and not necessary to an understanding of the present invention.
The journal box 22 is disposed to slide up and down on pedestal liners 42 and 44. The present invention is directed to ~he ~eatures which permit the journal boxes to slide up and down as in the prior art, but at the same time per-mit the axles 21 and 23 within the journal boxes to move radially limited amounts as the car goes around curves in the track and the wheels are subjected to wheel rail creep forces.
It is known that when a truck goes around curves that creep forces are developediat the wheel rail interface which tend to force the axles to be moved radially. However, when the frame of the truck is rigid and equalizer beams are used, as described above, the axles are not free to move within the journal boxes which can only slide up and down in pedestal liners in the ends of the side frames. As is known, when the axles are not free to rotate radially to some extent during curves, wheel and rail wear develop and passenger riding comfort is decreased.
Each of the pedestal liners 42 and 44 comprises vertically disposed posts 46 and 48 shown in Figure 3. The pos~s 46 and 48 are "C" shaped with the post 48 being smaller ~han tha post 46. The post 48 is disposed partly within the post 46, and is spaced generally parallel thereto. The post 48 is fixed to the end portion 51 of the side frame 14 by means of a bolt or other means. In some cases, the post 48 may be a cap member secured to the frame.
Flexible members 50 and 52 are sandwiched between the vertical ends or legs of the "C" of the posts 46 and 48. The flexible members 46 and 48 are rel-atively soft longitudinally so that, if the creep forces are developed during curves, the post 46 will move with resyect to the post 48 and consequently the side frame 14 permit the axles 21 and 23 to be free to move longitudinally.
In addition to permitting the axles 21 and 23 to be moved longitudin-ally~ a third flexible member 54~ shown in Figure 2, is used to permit the axles to be moved radially. The flexible member 54 is sandwiched between plates or caps 56 and 58. The plate 56 is secured to a connecting member 60 which is con-nected to the end of the equalizer beam 24. The plate 58 is secured to the top of the journal box 22.
The flexible members 50~ 52 and 54 allow the post 46 to move angularly with respect to the fixed post 48. This movement permits the axle 23 to take a radial position due to creep forces.
While lt is desirable`to permit a certain amount of movement of the axles when the creep forces are high~ the flexible members should not be so soft to adversely affect the stability of the ~ruck. The flexible members may com-prise rubber designed to have pPedetermined spring rates dependent upon the over-all design of the truck involved.
The vertical post 48 is spaced from the post 46 to permit the post 46 to be moved angularly with respect to the fixed post 48. The relatively small space between the posts 46 and 48 limits the amount of angular movement there between because the angular movement will stop when the posts 46 and 48 contact each other. This arrangement therefore limits the amount of radial movement of the axles regardless of the magnitude of the creep forces. Thus ~he present .
invention maintains the stability of the truck between predetermined maximum limits.
The present invention has made possible radial movements of the axles in a truck to permit a limited amount of self steering without substantially affecting the stability of the truck. This is highly advantageous in a rail car ~ravelling at relatively high speeds around curves in inter-city travel.
:
..-~
,~'
Claims (2)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. In combination with a rigid frame in a truck with a pair of side frames and wheels connected to axles to contact rails, journal boxes including said axles, equalizer beams mounted to the tops of said journal boxes, a pair of pedestal liners provided in each of the ends of said side frames on oppo-site sides of each of said journal boxes to permit said journal boxes to slide up and down therein, each of said pedestal liners including a pair of mutually parallel "C" shaped posts one of which is fixed to a side frame and one of which is smaller than the other, a pair of flexible members connected between the legs of the posts to permit limited longitudinal movement of the journal box associated therewith, said posts being responsive to creep forces devel-oped in said wheels to cause angular movement of one post with respect to the other, the angular movement being limited by the space between the posts and a third flexible member connected between said side frame and the top of each journal box to permit radial movement of said journal box and the axle contained therein.
2. A combination as set forth in claim 1 wherein equalizer springs are connected between said side frames and said equalizer beams.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US19659180A | 1980-10-14 | 1980-10-14 | |
| US196,591 | 1988-05-19 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1168110A true CA1168110A (en) | 1984-05-29 |
Family
ID=22726011
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000386874A Expired CA1168110A (en) | 1980-10-14 | 1981-09-29 | Steerable railway truck |
Country Status (9)
| Country | Link |
|---|---|
| JP (1) | JPS5790264A (en) |
| KR (1) | KR880000850B1 (en) |
| AU (1) | AU549567B2 (en) |
| BR (1) | BR8106154A (en) |
| CA (1) | CA1168110A (en) |
| ES (1) | ES506194A0 (en) |
| FR (1) | FR2491850B1 (en) |
| PT (1) | PT73792B (en) |
| ZA (1) | ZA816167B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104136303A (en) * | 2012-02-29 | 2014-11-05 | 易安迪机车公司 | Railway truck having axle-pinned equalizer |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2575429A1 (en) * | 1984-12-28 | 1986-07-04 | Sncf | Improvements to bogies of rail vehicles |
| US8887643B2 (en) * | 2012-02-29 | 2014-11-18 | Electro-Motive Diesel, Inc. | Railway truck having spring-connected equalizer and frame |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| BE478680A (en) * | 1938-10-15 | |||
| US2295520A (en) * | 1940-04-12 | 1942-09-08 | Pullman Co | Truck pedestal |
| US2917006A (en) * | 1954-04-01 | 1959-12-15 | Gen Steel Castings Corp | Railway truck |
| FR1391385A (en) * | 1963-09-03 | 1965-03-05 | Lord Mfg Co | Adapter for roller bearings, especially for railway cars |
| DE2352436A1 (en) * | 1973-10-19 | 1975-04-30 | Waggon Union Gmbh | Axle bearing arrangements in rail vehicle bogies - has adaptor with recessed section and contact surfaces in sealed cover |
| FR2437966A2 (en) * | 1975-08-28 | 1980-04-30 | Dresser Ind | Rail bogie steering equipment - has wheel set steering arms coupled to adaptors with springs limiting slewing |
| BE874836A (en) * | 1978-03-15 | 1979-09-14 | South African Inventions | BOGGIE FOR RAILWAY VEHICLES |
| ZA795881B (en) * | 1978-11-14 | 1980-10-29 | British Steel Corp | Railway wagon suspension units |
-
1981
- 1981-09-04 ZA ZA816167A patent/ZA816167B/en unknown
- 1981-09-11 AU AU75175/81A patent/AU549567B2/en not_active Ceased
- 1981-09-25 BR BR8106154A patent/BR8106154A/en unknown
- 1981-09-29 CA CA000386874A patent/CA1168110A/en not_active Expired
- 1981-10-08 PT PT73792A patent/PT73792B/en unknown
- 1981-10-12 KR KR1019810003841A patent/KR880000850B1/en active
- 1981-10-13 ES ES506194A patent/ES506194A0/en active Granted
- 1981-10-13 FR FR8119228A patent/FR2491850B1/en not_active Expired
- 1981-10-14 JP JP56162874A patent/JPS5790264A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104136303A (en) * | 2012-02-29 | 2014-11-05 | 易安迪机车公司 | Railway truck having axle-pinned equalizer |
Also Published As
| Publication number | Publication date |
|---|---|
| KR880000850B1 (en) | 1988-05-26 |
| ZA816167B (en) | 1982-09-29 |
| PT73792B (en) | 1983-01-26 |
| JPS5790264A (en) | 1982-06-04 |
| FR2491850B1 (en) | 1986-03-28 |
| ES8206316A1 (en) | 1982-08-16 |
| PT73792A (en) | 1981-11-01 |
| ES506194A0 (en) | 1982-08-16 |
| AU7517581A (en) | 1982-04-22 |
| BR8106154A (en) | 1982-06-15 |
| KR830007336A (en) | 1983-10-19 |
| FR2491850A1 (en) | 1982-04-16 |
| AU549567B2 (en) | 1986-01-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |