CA2152404A1 - Railway rails - Google Patents
Railway railsInfo
- Publication number
- CA2152404A1 CA2152404A1 CA 2152404 CA2152404A CA2152404A1 CA 2152404 A1 CA2152404 A1 CA 2152404A1 CA 2152404 CA2152404 CA 2152404 CA 2152404 A CA2152404 A CA 2152404A CA 2152404 A1 CA2152404 A1 CA 2152404A1
- Authority
- CA
- Canada
- Prior art keywords
- rail
- cross
- section
- fatigue
- moment
- 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
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B5/00—Rails; Guard rails; Distance-keeping means for them
- E01B5/02—Rails
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Butt Welding And Welding Of Specific Article (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
- Heat Treatment Of Articles (AREA)
- Railway Tracks (AREA)
Abstract
The disclosure relates to heavy-masse railway rails in which an increased fatigue resistance is achieved by increasing the moment of inertia of cross-section of rail and by increasing the ratio of fatigue loading, a sub-unity ratio given by the specific moments of fatigue of the two portions of cross-section of rail defined by the horizontal neutral axis of cross-section of rail, or by the squares of normal unity fatigue stresses, which are maximum at the two vertical extremities of cross-section of rail.
Description
1 Rail~ay Rails Inventor: Stefan Radulescu BACKGROUND OF THE 1NV~W11ON
1. FIELD OF THE lNv~NllON
This invention relates to heavy-type railuay rails for rolling stock capable of supporting an increased traffic on the track.
1. FIELD OF THE lNv~NllON
This invention relates to heavy-type railuay rails for rolling stock capable of supporting an increased traffic on the track.
2. PRIOR ART
In the domain of high-speed and heavy-traffic railuay rails, several types of heavy-masse railway rails are kno~n in ~hich such rails sustain increased loads as the area of cross-section of rail and the moment of inertia of cross-section of rail are increased as ~ell. Among the ~idely used rail types are type UIC60, types 54E STAS 9592-74 and R65 STAS 11201-79 of 1 Roumania, types S60 and S64 of Germany, types 112 lbs and 155 lbs of United States. These types can be found in an extented list of rail types given in ''Schueisstechnisches Taschenbuch'', Edition 1968, Elektro-Thermit Corp., Germany.
Such rail types achieve increased loads solely by increasing the moment of inertia of cross-section of rail, with the result that the load of fatigue of rail increases at a lower rate compared to the moment of inertia of cross-section of rail, thus increasing the cost of rail~ay. This result is more visible in case of heavier heavy-type rails.
Ho~ever, ~o rail type uith a masse greater than 51 Kg/l.m.
is kno~n in uhich the stress applied to the rail head is decreased by increasing the moment of inertia of cross-section of rail and by increasing a height bet~een the rail base and the neutral axis of rail uhile the moment of fatigue of rail base and the moment of fatigue of rail head are so balanced as to obtain an increase of the endurance of the rail.
SUMMARY OF THE lNv~:NlloN
These disadvantages are overcome by the present invention by creating a novel heavy-masse rail type. The present 1 invention comprises a rail composed of a rail base, a rail ~eb and a rail head. It is an objective of the present invention to provide a rail having an increased moment of inertia of cross-section and an increased height from the lo~er side of rail base to the neutral axis of the rail.
It is another objective of the present invention to obtain a balanced stress in the rail base and in the rail head by providing a rail in which the ratio of the moment of fatigue of rail base divided by the moment of fatigue of rail head i~ between 0.9 and 1.
It is further an objective of the present invention to provide a heavy-type rail ~ith increased load of fatigue.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention ~ill be further illustrated by reference to the accompanying drawing, in ~hich:
FIG. 1 is the schematic representation of a method of implementation of rail~ay rails of heavy type ~ith increased fatigue resistance, according to the present invention.
21~2~04 DETAILED DESCRIPTION OF THE lNV NllON
The description is made uith reference to heavy-type rail~ay rail, but this should not limit the scope or domain of application of the present invention.
The present invention introduces new relations related to endurance of materials, and of bars subjected to b~nd;n~
test, respectively. The general equation of b~nd;ng momentum for a bar simple-st~nd;ng loaded ~ith a load of fatigue PO~
is given by the relation:
Mi = JJadydQ
The bPn~;n~ momentum is balanced by the sum of moments given by unitary normal stresses ~ithin the bar. It is kno~n that such stresses are null upon the horizontal neutral axis and maximum at vertical extremities of the bar. It is derived that:
MobSp = ~obc X Hc x w [Kg x mm] ( 1 ) Mobspt = aObt x nt x ~ [Kg x mm]
where: Mobsp is the specific moment of fatigue of the upper side of rail head, Mobspt is the specific moment of fatigue of the lo~er side of rail base, 1 a0bc and aObt are the unity normal stresses of fatigue of upper side of rail head and lo~er side of rail base, respectively, HC is the height of rail head with respect to the horizontal neutral axis of rail, Ht is the height from the loYer side of rail base to the horizontal neutral axis of rail, ~ )lm m2 is the minimum area element.
The present invention introduces the loading factor of fatigue of cross-section of rail, defined as:
Riob=~ ( 2 ) Ri~6has a sub-unity value given by the ratio of the t~o specific moments of fatigue. Developing the ratio in relation (2), it is obtained:
obt = Ht ( 3 ) It is derived that Riob is alternatively given by the ratio of squares of the heights of rail base and rail head, respectively, with respect to the horizontal neutral axis of cross-section:
Rio~ = ~ ( 4 ) With these relations it is derived:
Riob= ~
where: W~c is the modulus of toughness of rail head, W~t is the modulus of toughness of rail base.
1 With the characteristics of laminated material for rail, uhich generally is ~r = 90 Kg/m m2,it i8 obtained a maximum unity stress of fatigue equal to aob = 3 ~r = 30 Kg/m m2, for a number of fatigue cycles N ~- 107 , for rails ~hich do not exceed a certain average height.
Considering ~obc = ~obad~ in relation (1), it is knoun from the curves of Woehler that as the area of cross-section of rail increases, ~ObaJ~ decreases, and this is the case of heavy-type railuay rails. From relation (1) it is derived that Mobadm = 2280 Kg x m m,~hich is used for dimensional des; ,E~n; ng .
If has been discovered that ~hen the loading factor of fatigue of cross-section of a railuay rail of heavy type ~ ith a masse of at least 51 Kg/l.m. is betueen 0.9 to 1, the unity normal fatigue stresses in the lower and upper cross-section portions are ~ell balanced and the lifetime of rail, or alternatively, the sustained traffic, is significantly increased.
A rail according to the present invention is composed of a lo~er and upper cross-section portions determined by the horizontal neutral axis of cross-section. The loading factor of fatigue is given by the specific moments of fatigue of the cross-section portions or by the squares 21~2404 1 of heights of the cross-section portions.
Refering to the draRing, the rail according to the preferred embodiment of the present invention for increasing the lifetime of heavy-type rails, is shoYn in FIG. 1.
The left side Rith respect to vertical axis Y-Y represents the ~ul~d~ standard rail, Yhile the right side represents the rail of the present invention. Each of these rails i8 composed of a rail head 1 at its upper side, a rail Yeb 2 at its center side and a rail base 3 at its loYer side. The difference betReen the tRo rails is given by the height h, located at the upper side of rail head of standard rail.
The standard rail has the moment of inertia Iro and the height Hco > Hto , Rhere Hco and Hto represent the heights of cross-section Rith respect to its horizontal neutral axis Xo-Xo.
The upper side of rail head is increased Rith a height h, Yhich makes Hc to slightly increase with respect to Hco.
HoRever, Ht increases significantly Rith respect to Hto, considering the rising of the center of Reight, and the new axis X-X, respectively. The increase of the moment of inertia Ix is significant by increasing the height of the entire cross-section, ~hile the increase of the loading factor of fatigue:
- 215240~
Riob = ~
is augmented by the significant increase of llt with respect .to l7c.
There are further given three examples of calculus and ;he advantages obtained following the co~clusions above.
A. Rail type UIC60 General characteristics:
M = 60.34 Kg/l.m.; S = 76.86cm2;I~ = 3055 cm4; W~c = 335.5 cm3;
L~ = 150 mm; H = 172 mm; lqc = 91 mm; l~t = 81 mm MobaJ~ = 2280 Kg x mm for ~r = 90 Kg/m m2, with ~ob = 3 ar and N - 107cycles for the same characteristics of material. It is obtained:
aobc = ~ = 2280 = 25.05K9/mm2 aObt = aObC x Ht = 22.3 Kg/m m2 In the case of a rail simple-st~n~;ng on two supports with an opening of 1 m, the moment of fatigue is:
Mob = ~obc X W~c = 2505 x 335.5 = 840000 Kg x cm and the load of fatigue is:
Pob = IOO~ = 33.6t with Riob = H2 = 0.792 and Ps~ = 437Kg/cm2 B. Rail type UIC60' (modified) - 21S2~04 1 The geometry of rail is modified by increasing the height of rail head at the upper side ~ith a height h = 6 m m, such that:
17' = H + h = 178 m m The width of rail base is increased to 76.2 mm to make possible a comparisson uith similar rails.
General characteristics obtained:
M'= 64.7 Kg/l.m.; S'= 82.44cm2;I' = 3460cm4; W' = 381cm3;
Lt = 150 m m; H' = 178 m m; ~ = 90.8 m m; ~ = 87.2 m m;
The position of the ne~ center of ueight, or the height - of the horizontal neutral axis, respectively, is computed through the method of static moments uith respect to the upper side of the neu rail head. The moment of inertia I' 5 i8 computed with respect to the ne~ neutral axis. It results:
c = ~ = 2280 = 25.1 Kg/m m2 obt aOb~ x h~ = 24.1 Kg/m m2 Mob = ~obc X W~c = 2510 x 381 = 956000 Kg x cm Pob = 1~ - 38.24t R'~ = ~ = 0.922 ~ = 38322444 = 464.5 Kg/cm2 C. Rail type R65 General characteristics:
- 21~2~0~
1 M = 64.93 Kg/l.m.; S = 82.65cm2;I~ = 3540 cm4; W~c = 358 cm3;
Lt = 150 mm; H = 180 mm; Hc = 98.7 mm; Ht = 81.3 mm It i8 obtained:
~obc --Y'------= 98.7Xl = 23.1 Kg/m m2 aob~ = aobc X ~t = 19.03 Kg/mm2 Mob = aobc X W* = 2310 x 358 = 827000 Kg x cm Pob = ~~d = 33.1t Ri~ = ~ = 0.678 po~ = 33100 = 400 Kg/cm2 It is observed that for the rail of type UIC60' (modified) a significant increase of the moment of inertia of cross-section of rail is surprisingly obtained at the same time ~ith balancing the unity stresses of fatigue in the t~o cross-section portions of rail, reA~-h;ng a load of fatigue greater uith 15.5X than in the case of rail R65, even for a masse and height of rail smaller than in case of rail R65, a~suming the same characteristics of material.
The data presented as general characteristics for examples A, B, C is taken from official national standards and from "Sch~eisstechnisches Taschenbuch'' of Elektro-Thermit Corp.
~ 215240~
1 Although one embodiment of the invention has been illustrated in the accompanying drauing and desribed in the foregoing Detailed Description, it ~ill be obvious to those skilled in the art that the invention is not limited to the embodiment disclosed, but is capable of many rearrangements, modifications and substitutions of parts and elements ~ithout departing from the scope and spirit of the invention, and the invention includes all such rearrangements, modifications and substitutions.
, 10
In the domain of high-speed and heavy-traffic railuay rails, several types of heavy-masse railway rails are kno~n in ~hich such rails sustain increased loads as the area of cross-section of rail and the moment of inertia of cross-section of rail are increased as ~ell. Among the ~idely used rail types are type UIC60, types 54E STAS 9592-74 and R65 STAS 11201-79 of 1 Roumania, types S60 and S64 of Germany, types 112 lbs and 155 lbs of United States. These types can be found in an extented list of rail types given in ''Schueisstechnisches Taschenbuch'', Edition 1968, Elektro-Thermit Corp., Germany.
Such rail types achieve increased loads solely by increasing the moment of inertia of cross-section of rail, with the result that the load of fatigue of rail increases at a lower rate compared to the moment of inertia of cross-section of rail, thus increasing the cost of rail~ay. This result is more visible in case of heavier heavy-type rails.
Ho~ever, ~o rail type uith a masse greater than 51 Kg/l.m.
is kno~n in uhich the stress applied to the rail head is decreased by increasing the moment of inertia of cross-section of rail and by increasing a height bet~een the rail base and the neutral axis of rail uhile the moment of fatigue of rail base and the moment of fatigue of rail head are so balanced as to obtain an increase of the endurance of the rail.
SUMMARY OF THE lNv~:NlloN
These disadvantages are overcome by the present invention by creating a novel heavy-masse rail type. The present 1 invention comprises a rail composed of a rail base, a rail ~eb and a rail head. It is an objective of the present invention to provide a rail having an increased moment of inertia of cross-section and an increased height from the lo~er side of rail base to the neutral axis of the rail.
It is another objective of the present invention to obtain a balanced stress in the rail base and in the rail head by providing a rail in which the ratio of the moment of fatigue of rail base divided by the moment of fatigue of rail head i~ between 0.9 and 1.
It is further an objective of the present invention to provide a heavy-type rail ~ith increased load of fatigue.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention ~ill be further illustrated by reference to the accompanying drawing, in ~hich:
FIG. 1 is the schematic representation of a method of implementation of rail~ay rails of heavy type ~ith increased fatigue resistance, according to the present invention.
21~2~04 DETAILED DESCRIPTION OF THE lNV NllON
The description is made uith reference to heavy-type rail~ay rail, but this should not limit the scope or domain of application of the present invention.
The present invention introduces new relations related to endurance of materials, and of bars subjected to b~nd;n~
test, respectively. The general equation of b~nd;ng momentum for a bar simple-st~nd;ng loaded ~ith a load of fatigue PO~
is given by the relation:
Mi = JJadydQ
The bPn~;n~ momentum is balanced by the sum of moments given by unitary normal stresses ~ithin the bar. It is kno~n that such stresses are null upon the horizontal neutral axis and maximum at vertical extremities of the bar. It is derived that:
MobSp = ~obc X Hc x w [Kg x mm] ( 1 ) Mobspt = aObt x nt x ~ [Kg x mm]
where: Mobsp is the specific moment of fatigue of the upper side of rail head, Mobspt is the specific moment of fatigue of the lo~er side of rail base, 1 a0bc and aObt are the unity normal stresses of fatigue of upper side of rail head and lo~er side of rail base, respectively, HC is the height of rail head with respect to the horizontal neutral axis of rail, Ht is the height from the loYer side of rail base to the horizontal neutral axis of rail, ~ )lm m2 is the minimum area element.
The present invention introduces the loading factor of fatigue of cross-section of rail, defined as:
Riob=~ ( 2 ) Ri~6has a sub-unity value given by the ratio of the t~o specific moments of fatigue. Developing the ratio in relation (2), it is obtained:
obt = Ht ( 3 ) It is derived that Riob is alternatively given by the ratio of squares of the heights of rail base and rail head, respectively, with respect to the horizontal neutral axis of cross-section:
Rio~ = ~ ( 4 ) With these relations it is derived:
Riob= ~
where: W~c is the modulus of toughness of rail head, W~t is the modulus of toughness of rail base.
1 With the characteristics of laminated material for rail, uhich generally is ~r = 90 Kg/m m2,it i8 obtained a maximum unity stress of fatigue equal to aob = 3 ~r = 30 Kg/m m2, for a number of fatigue cycles N ~- 107 , for rails ~hich do not exceed a certain average height.
Considering ~obc = ~obad~ in relation (1), it is knoun from the curves of Woehler that as the area of cross-section of rail increases, ~ObaJ~ decreases, and this is the case of heavy-type railuay rails. From relation (1) it is derived that Mobadm = 2280 Kg x m m,~hich is used for dimensional des; ,E~n; ng .
If has been discovered that ~hen the loading factor of fatigue of cross-section of a railuay rail of heavy type ~ ith a masse of at least 51 Kg/l.m. is betueen 0.9 to 1, the unity normal fatigue stresses in the lower and upper cross-section portions are ~ell balanced and the lifetime of rail, or alternatively, the sustained traffic, is significantly increased.
A rail according to the present invention is composed of a lo~er and upper cross-section portions determined by the horizontal neutral axis of cross-section. The loading factor of fatigue is given by the specific moments of fatigue of the cross-section portions or by the squares 21~2404 1 of heights of the cross-section portions.
Refering to the draRing, the rail according to the preferred embodiment of the present invention for increasing the lifetime of heavy-type rails, is shoYn in FIG. 1.
The left side Rith respect to vertical axis Y-Y represents the ~ul~d~ standard rail, Yhile the right side represents the rail of the present invention. Each of these rails i8 composed of a rail head 1 at its upper side, a rail Yeb 2 at its center side and a rail base 3 at its loYer side. The difference betReen the tRo rails is given by the height h, located at the upper side of rail head of standard rail.
The standard rail has the moment of inertia Iro and the height Hco > Hto , Rhere Hco and Hto represent the heights of cross-section Rith respect to its horizontal neutral axis Xo-Xo.
The upper side of rail head is increased Rith a height h, Yhich makes Hc to slightly increase with respect to Hco.
HoRever, Ht increases significantly Rith respect to Hto, considering the rising of the center of Reight, and the new axis X-X, respectively. The increase of the moment of inertia Ix is significant by increasing the height of the entire cross-section, ~hile the increase of the loading factor of fatigue:
- 215240~
Riob = ~
is augmented by the significant increase of llt with respect .to l7c.
There are further given three examples of calculus and ;he advantages obtained following the co~clusions above.
A. Rail type UIC60 General characteristics:
M = 60.34 Kg/l.m.; S = 76.86cm2;I~ = 3055 cm4; W~c = 335.5 cm3;
L~ = 150 mm; H = 172 mm; lqc = 91 mm; l~t = 81 mm MobaJ~ = 2280 Kg x mm for ~r = 90 Kg/m m2, with ~ob = 3 ar and N - 107cycles for the same characteristics of material. It is obtained:
aobc = ~ = 2280 = 25.05K9/mm2 aObt = aObC x Ht = 22.3 Kg/m m2 In the case of a rail simple-st~n~;ng on two supports with an opening of 1 m, the moment of fatigue is:
Mob = ~obc X W~c = 2505 x 335.5 = 840000 Kg x cm and the load of fatigue is:
Pob = IOO~ = 33.6t with Riob = H2 = 0.792 and Ps~ = 437Kg/cm2 B. Rail type UIC60' (modified) - 21S2~04 1 The geometry of rail is modified by increasing the height of rail head at the upper side ~ith a height h = 6 m m, such that:
17' = H + h = 178 m m The width of rail base is increased to 76.2 mm to make possible a comparisson uith similar rails.
General characteristics obtained:
M'= 64.7 Kg/l.m.; S'= 82.44cm2;I' = 3460cm4; W' = 381cm3;
Lt = 150 m m; H' = 178 m m; ~ = 90.8 m m; ~ = 87.2 m m;
The position of the ne~ center of ueight, or the height - of the horizontal neutral axis, respectively, is computed through the method of static moments uith respect to the upper side of the neu rail head. The moment of inertia I' 5 i8 computed with respect to the ne~ neutral axis. It results:
c = ~ = 2280 = 25.1 Kg/m m2 obt aOb~ x h~ = 24.1 Kg/m m2 Mob = ~obc X W~c = 2510 x 381 = 956000 Kg x cm Pob = 1~ - 38.24t R'~ = ~ = 0.922 ~ = 38322444 = 464.5 Kg/cm2 C. Rail type R65 General characteristics:
- 21~2~0~
1 M = 64.93 Kg/l.m.; S = 82.65cm2;I~ = 3540 cm4; W~c = 358 cm3;
Lt = 150 mm; H = 180 mm; Hc = 98.7 mm; Ht = 81.3 mm It i8 obtained:
~obc --Y'------= 98.7Xl = 23.1 Kg/m m2 aob~ = aobc X ~t = 19.03 Kg/mm2 Mob = aobc X W* = 2310 x 358 = 827000 Kg x cm Pob = ~~d = 33.1t Ri~ = ~ = 0.678 po~ = 33100 = 400 Kg/cm2 It is observed that for the rail of type UIC60' (modified) a significant increase of the moment of inertia of cross-section of rail is surprisingly obtained at the same time ~ith balancing the unity stresses of fatigue in the t~o cross-section portions of rail, reA~-h;ng a load of fatigue greater uith 15.5X than in the case of rail R65, even for a masse and height of rail smaller than in case of rail R65, a~suming the same characteristics of material.
The data presented as general characteristics for examples A, B, C is taken from official national standards and from "Sch~eisstechnisches Taschenbuch'' of Elektro-Thermit Corp.
~ 215240~
1 Although one embodiment of the invention has been illustrated in the accompanying drauing and desribed in the foregoing Detailed Description, it ~ill be obvious to those skilled in the art that the invention is not limited to the embodiment disclosed, but is capable of many rearrangements, modifications and substitutions of parts and elements ~ithout departing from the scope and spirit of the invention, and the invention includes all such rearrangements, modifications and substitutions.
, 10
Claims (2)
1. A railway rail of heavy type with a masse of at least 51 Kg per linear meter, said rail being composed of a rail head, a rail web and a rail base, wherein an upper portion and a lower portion of cross-section of said rail are defined with respect to a horizontal neutral axis of cross-section of said rail, characterized in that a loading factor of fatigue determined by a ratio of a specific moment of fatigue of said lower portion of cross-section of said rail and of a specific moment of fatigue of said upper portion of cross-section of said rail, is between 0.9 to 1.
2. A rail according to claim 1, wherein said loading factor of fatigue, determined by a ratio of square of a height of said lower portion of cross-section and a square of a height of said upper portion of cross-section of said rail, is between 0.9 to 1.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| RO94-01078 | 1994-06-22 | ||
| RO94-01078A RO111255B1 (en) | 1994-06-22 | 1994-06-22 | Joint made by aluminothermic welding of runway rails |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2152404A1 true CA2152404A1 (en) | 1995-12-23 |
Family
ID=20100893
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2152404 Abandoned CA2152404A1 (en) | 1994-06-22 | 1995-06-22 | Railway rails |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0703316A3 (en) |
| AU (1) | AU2480695A (en) |
| CA (1) | CA2152404A1 (en) |
| RO (1) | RO111255B1 (en) |
| WO (1) | WO1995035413A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5980206A (en) * | 1996-05-31 | 1999-11-09 | Sikorsky Aircraft Corporation | Monolithic structure having improved flaw tolerance |
| DE102014203837A1 (en) * | 2013-04-22 | 2014-10-23 | Db Netz Ag | Computer-implemented method for calculating a rail profile optimized with regard to reduced noise emission and low-noise rail |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB190020889A (en) * | 1900-11-19 | 1900-12-31 | James Ely Hall | Improvements in Reversible Rails and Joints |
| DE560327C (en) * | 1929-11-25 | 1932-10-05 | Boris Pawlowitsch Andreianow | Broad foot rail |
-
1994
- 1994-06-22 RO RO94-01078A patent/RO111255B1/en unknown
-
1995
- 1995-06-19 WO PCT/RO1995/000006 patent/WO1995035413A1/en active Search and Examination
- 1995-06-22 AU AU24806/95A patent/AU2480695A/en not_active Abandoned
- 1995-06-22 CA CA 2152404 patent/CA2152404A1/en not_active Abandoned
- 1995-06-22 EP EP95109679A patent/EP0703316A3/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| EP0703316A3 (en) | 1997-01-29 |
| AU2480695A (en) | 1996-01-04 |
| WO1995035413A1 (en) | 1995-12-28 |
| RO111255B1 (en) | 2004-08-30 |
| EP0703316A2 (en) | 1996-03-27 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Dead |