CN1442679A - Jointless track temperature force and locking rail temperature test method - Google Patents
Jointless track temperature force and locking rail temperature test method Download PDFInfo
- Publication number
- CN1442679A CN1442679A CN 02104896 CN02104896A CN1442679A CN 1442679 A CN1442679 A CN 1442679A CN 02104896 CN02104896 CN 02104896 CN 02104896 A CN02104896 A CN 02104896A CN 1442679 A CN1442679 A CN 1442679A
- Authority
- CN
- China
- Prior art keywords
- rail
- temperature
- force
- fastening
- formula
- 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.)
- Granted
Links
Landscapes
- Force Measurement Appropriate To Specific Purposes (AREA)
- Investigating Strength Of Materials By Application Of Mechanical Stress (AREA)
Abstract
A method for measuring the temp. force and locked temp of seamless steel rail includes such steps as detaching or loosening the fasteners and rubber pads of the steel rail segment to be measured, determining its length, applying a horizontal force to its one side, measuring its transverse displacement at the other side, calcualting its axial force, and calculating the locked temp according to the relation between axial force and temp. Its advantage is high precision.
Description
Affiliated technical field
The present invention relates to the method for testing of a kind of welded rail temperature force and fastening-down temperature of rail.
Background technology
A large amount of layings along with continuous speed-raising of China railways and gapless track, the technical management of strengthening gapless track becomes important day by day, the emphasis of gapless track technical management is its fastening-down temperature of rail of control and variation, the characteristics of gapless track are that rail is long, when the rail temperature changed, rail will stretch, but because the effect of contraction of rail fastening etc. is arranged, rail can not freely stretch, and will produce very big axial temperature power in rail inside.If can not accurately grasp the internal stress situation in any location of gapless track, and in time the counter stress location that surpasses threshold value is diffused targetedly, is adjusted, disconnected rail accident when unstability expansion rail track and low temperature when gapless track high temperature will take place.To the accurate measurement of welded rail temperature force and fastening-down temperature of rail is long-term exploration the and all fail the measuring technique difficult problem of fine solution at present both at home and abroad.Existing measuring method such as steel ruler mensuration, transit survey method, strain gauge method, electromagnetic method, observation stake method etc. are comparatively backward, and precision is low, can not accurately record fastening-down temperature of rail.Comparatively advanced at present a kind of test is to change temperature stress, the TEMPERATURE FORCE of measuring rail by measuring the axial micro-displacement of rail, and used instrument is a TS-2 shaped steel rail temperature stress tester.This method and other measuring method comparison in the past are the raising of pure measuring accuracy, and it accurately is precondition that its common maximum drawback remains with original fastening-down temperature of rail.In fact, rail is in a period of time of laying after upper track uses, along with the roll off of train, rail will have the trend of elongation, but because rail is locked, so rail inside has just produced stress, this is equivalent to reduce fastening-down temperature of rail, and we claim that this phenomenon is the decay of fastening-down temperature of rail.Moreover, under many circumstances, as construction, welding, rail stress adjustment and destressing etc. often are difficult to obtain the zero stress state of rail behind the brittle fractures of rail, promptly are difficult to obtain fastening-down temperature of rail accurately.Therefore, accurately be that the various method of testings of precondition also all are inaccurate naturally with original fastening-down temperature of rail.
Summary of the invention
The object of the present invention is to provide a kind of method that can accurately measure welded rail temperature force and fastening-down temperature of rail.
The technical scheme that the present invention is adopted for its technical matters of solution is: the method for testing of welded rail temperature force and fastening-down temperature of rail, and this method may further comprise the steps:
(a), tested section rail fastening removed or unclamp, remove rubber pad placed under-neath rail, make this section rail unsettled;
(b), demarcate tested section rail length, apply a quantitative horizontal applied force in rail one side perpendicular to rail, and measure its transversal displacement at the rail opposite side;
(c), the different rail types of difference, with transverse force and the transversal displacement data of being surveyed, in the substitution rail transversal displacement formula, can learn the rail axial force of this moment as calculated, again by axial force and functional relationship of temperature, N=E. α Δ t.F learns the locking temperature of rail, N-rail temperature force in the formula, the elastic modulus of E-rail steel, the linear expansion coefficient of α-rail, Δ t-rail temperature changes the number of degrees, F-rail cross-sectional area.
Described rail transversal displacement formula is δ=M (cos β-1)/N+ (P/2KN-M/KH) sin β-PL/4N, δ in the formula-measuring point amount of deflection, N-rail axial force, P-measuring point horizontal side is to acting force, tested section rail length of L-, H-bearing bendind rigidity, M-is at P and N effect undersetting fixed end bending moment, K
2=N/EI, EI-rail bendind rigidity, β=KL/2; (a) step is for to fix tested section rail two ends, and the rail fastening between two stiff ends removed or unclamps, and removes rubber pad placed under-neath rail, makes this section rail unsettled; Described rail transversal displacement formula is δ=P[2tg (KL/4)-KL/2 simultaneously]/2KN; δ-mid-span deflection in the formula; P-span centre point horizontal side is to acting force; Tested section rail length of L-; N-rail axial force; K wherein
2=N/EI; EI-rail bendind rigidity; This method is further comprising the steps of:
(d), each fasteners of tested section rail stiff end both sides is tightened up to meeting gapless track often maintain technical standard.
Basic test principle of the present invention is: less when the rigidity of rod member, when flexural deformation elasticity was big, rod member was when being subjected to axially zero acting force, axial tension and axle pressure respectively, and the ability of its anti-lateral deflection is obviously different.When being subjected to axial tension, the ability of anti-lateral deflection improves; When being subjected to axle pressure, the ability of anti-lateral deflection reduces.Rod member is subjected to the funtcional relationship of axial force, transverse force and generation transverse curvature can be by following formulae express:
δ-measuring point amount of deflection in δ=M (cos β-1)/N+ (P/2KN-M/KH) sin β-PL/4N formula, N-rail axial force, P-measuring point horizontal side be to acting force, tested section rail length of L-, and H-bearing bendind rigidity, M-is at P and N effect undersetting fixed end bending moment, K
2=N/EI, EI-rail bendind rigidity, β=KL/2, actual conditions when locking according to seamless track steel rail are reduced to a middle freedom, two ends constraint with tested section rail, rigidity is very big, approach the fixing steel constructed beam in two ends, the two ends of promptly establishing beam are hold-down support, and then above-mentioned formula can be expressed as δ=P[2tg (KL/4)-KL/2]/2KN; δ-mid-span deflection in the formula; P-span centre point horizontal side is to acting force; Tested section rail length of L-; N-rail axial force; K wherein
2=N/EI; EI-rail bendind rigidity, approximate expression are δ=2PL
3/ л
2(4EI л
2-NL
2) by discussion analysis, draw that δ and N are the instability conditions that the closely-related while can calculate beam by following formula under the certain situation of P, L to separating.We not under the prerequisite of unstability, choose reasonable parameter at beam, promptly can be used to carry out the internal stress measuring of gapless track.Use above-mentioned principle test at gapless track, can become flexible the fastener of an one steel rail certain-length, make stiff end at two ends, middle afterburning, and measure the variation of arrow degree.By calculating and field investigation, it is as follows that we choose the measurement parameter of 60kg/m rail gapless track: (1), measure the scope of internal stress: tension 331.2KN, compressive stress amount 331.2KN, be equivalent to the rail temperature and change-18 ℃ of-+18 ℃ of TEMPERATURE FORCE that produce with respect to fastening-down temperature of rail, can satisfy on-the-spot spring, fall and winter use, (2), transverse force P gets 1KN, (3), length L is taken as 10m, (4) the arrow degree variation range that measures rail middle part is the 2.6-19.6 millimeter, satisfies the restriction of minor increment between rail and bolt.As calculated, rail internal stress N (KN) with respect to the changing value Δ t of fastening-down temperature of rail (℃), the triangular relation of arrow degree δ (mm) such as following table:
Measurement result and result of calculation basically identical, calculating simultaneously shows that when Δ t became-16 ℃ by-18 ℃, δ variation delta δ min was 0.13mm; And when Δ t became 18 ℃ by 16 ℃, δ variation delta δ max was 5.16mm.When even Δ δ is minimum value, the variation delta δ of every degree/Δ t ≈ 0.065mm, we get displacement meter and accurately are 0.01mm, and are just enough accurate.Its trueness error maximal value is 1 ℃.
| ????N | ????Δt | ????δ | ????N | ????Δt | ????δ |
| ?-331.2 | ????-18 | ????2.65 | ????36.8 | ????2 | ????5.10 |
| ?-294.4 | ????-16 | ????2.78 | ????73.6 | ????4 | ????5.62 |
| ?-257.6 | ????-14 | ????2.93 | ????110.4 | ????6 | ????6.25 |
| ?-220.8 | ????-12 | ????3.09 | ????147.2 | ????8 | ????7.06 |
| ?-184 | ????-10 | ????3.28 | ????184.0 | ????10 | ????8.09 |
| ?-147.2 | ????-8 | ????3.48 | ????220.8 | ????12 | ????9.49 |
| ?-110.4 | ????-6 | ????3.72 | ????257.6 | ????14 | ????11.46 |
| ?-73.6 | ????-4 | ????3.99 | ????294.4 | ????16 | ????14.47 |
| ?-36.8 | ????-2 | ????4.30 | ????331.2 | ????18 | ????19.63 |
| ?0 | ????0 | ????4.67 |
The invention has the beneficial effects as follows, a kind of measuring method of the more accurate gapless track internal stress that can use in practice is provided, this method has overcome the considerable influence of seamless track steel rail plastic yield to measurement result, it does not need very high-precision surveying instrument, cheap, method of operating is simple and easy to do.Can avoid the generation of disconnected rail, bloated rail, guarantee traffic safety, reduce causality loss, and can reduce unnecessary gapless track destressing or adjustment, thereby reduce a large amount of expensess of labour and fee of material consumption, can be applicable to gapless track internal stress Changing Pattern simultaneously, and revise the observation and analysis system in view of the above, can save a large amount of costs of observation, adapt to the desirability of speed-raising.
Embodiment
Be described in further detail below in conjunction with embodiment.
Embodiment 1
Get the 60kg/m rail as tested section rail, its two ends are fixed, and the rail fastening between two stiff ends is removed, remove rubber pad placed under-neath rail, make this section rail unsettled;
(b), each fasteners of tested section rail stiff end both sides is tightened up to meeting gapless track often maintain technical standard;
(c), demarcating tested section rail length is 10m, the rail temperature that records at that time is 25 ℃, a side of location point applies the horizontal applied force of a 1KN with hydraulic ga(u)ge perpendicular to rail therebetween, and measure the transversal displacement 22 times of this point at the opposite side of this point of rail with displacement meter, averaging is 4.714mm;
(d), with transverse force and the transversal displacement data surveyed, δ=P[2tg (KL/4)-KL/2 in the substitution rail transversal displacement formula]/2KN; δ-mid-span deflection in the formula; P-span centre point horizontal side is to acting force; Tested section rail length of L-; N-rail axial force; K wherein
2=N/EI; EI-rail bendind rigidity can learn to be that rail axial force at this moment is 0 as calculated, and again by axial force and functional relationship of temperature, N=19.2 Δ t learns that the fastening-down temperature of rail of rail is 25 ℃, the TEMPERATURE FORCE of N-60kg/m rail in the formula, the Δ t-rail temperature variation number of degrees.
Embodiment 2
Identical with embodiment 1 method, choosing rail length is 10m, recording at that time, the rail temperature is 25 ℃, applying side force is 1KN, the measurement transversal displacement is averaged for 7 times and is 7.22mm, and in transverse force and transversal displacement numerical value substitution formula, calculating the rail axial force is compressive stress 153.6KN, by axial force and functional relationship of temperature, N=19.2 Δ t learns that the fastening-down temperature of rail of rail is 17 ℃ again.
Embodiment 3
Identical with embodiment 1 with 2 methods, choosing rail length is 10m, recording at that time, the rail temperature is 25 ℃, applying side force is 1KN, the measurement transversal displacement is averaged for 7 times and is 9.98mm, and in transverse force and transversal displacement numerical value substitution formula, calculating the rail axial force is compressive stress 219.8KN, again by axial force and functional relationship of temperature, N=19.2 Δ t learns 13 ℃ of the fastening-down temperature of rails of rail.
Embodiment 4
Identical with embodiment 3 methods, choosing rail length is 10m, recording at that time, the rail temperature is 25 ℃, applying side force is 1KN, the measurement transversal displacement is averaged for 7 times and is 12.91mm, and in transverse force and transversal displacement numerical value substitution formula, calculating the rail axial force is compressive stress 271.14KN, by axial force and functional relationship of temperature, N=19.2 Δ t learns that the fastening-down temperature of rail of rail is 10.5 ℃ again.
Embodiment 5
Identical with embodiment 4 methods, choosing rail length is 10m, recording at that time, the rail temperature is 25 ℃, applying side force is 1KN, the measurement transversal displacement is averaged for 7 times and is 3.50mm, and in transverse force and transversal displacement numerical value substitution formula, calculating the rail axial force is tension-152.98KN, by axial force and functional relationship of temperature, N=19.2 Δ t learns that the fastening-down temperature of rail of rail is 33 ℃ again.
Embodiment 6
Identical with embodiment 5 methods, choosing rail length is 10m, recording at that time, the rail temperature is 25 ℃, applying side force is 1KN, the measurement transversal displacement is averaged for 7 times and is 3.34mm, and in transverse force and transversal displacement numerical value substitution formula, calculating the rail axial force is tension-172.8KN, by axial force and functional relationship of temperature, N=19.2 Δ t learns that the fastening-down temperature of rail of rail is 34 ℃ again.
Embodiment 7
Identical with embodiment 6 methods, choosing rail length is 10m, recording at that time, the rail temperature is 25 ℃, applying side force is 1KN, the measurement transversal displacement is averaged for 7 times and is 3.02mm, and in transverse force and transversal displacement numerical value substitution formula, calculating the rail axial force is tension-245.25KN, by axial force and functional relationship of temperature, N=19.2 Δ t learns that the fastening-down temperature of rail of rail is 37 ℃ again.
Test findings is repeatedly compared with calculated value, and the fastening-down temperature of rail error that draws meets the seamless railroad technical requirement fully less than 1 ℃.
Claims (4)
1, the method for testing of welded rail temperature force and fastening-down temperature of rail is characterized in that this method may further comprise the steps:
(a), tested section rail fastening removed or unclamp, remove rubber pad placed under-neath rail, make this section rail unsettled;
(b), demarcate tested section rail length, apply a quantitative horizontal applied force in rail one side perpendicular to rail, and measure its transversal displacement at the rail opposite side;
(c), the different rail types of difference, with transverse force and the transversal displacement data of being surveyed, in the substitution rail transversal displacement formula, can learn the rail axial force of this moment as calculated, again by axial force and functional relationship of temperature, N=E. α Δ t.F learns the locking temperature of rail, N-rail temperature force in the formula, the elastic modulus of E-rail steel, the linear expansion coefficient of α-rail, Δ t-rail temperature changes the number of degrees, F-rail cross-sectional area.
2, the method for testing of welded rail temperature force according to claim 1 and fastening-down temperature of rail, it is characterized in that described rail transversal displacement formula is δ=M (cos β-1)/N+ (P/2KN-M/KH) sin β-PL/4N, δ in the formula-measuring point amount of deflection, N-rail axial force, P-measuring point horizontal side is to acting force, tested section rail length of L-, H-bearing bendind rigidity, M-is at P and N effect undersetting fixed end bending moment, K
2=N/EI, EI-rail bendind rigidity, β=KL/2
3, the method for testing of welded rail temperature force according to claim 2 and fastening-down temperature of rail, it is characterized in that (a) step is for to fix tested section rail two ends, and the rail fastening between two stiff ends removed or unclamp, remove rubber pad placed under-neath rail, make this section rail unsettled; Described rail transversal displacement formula is δ=P[2tg (KL/4)-KL/2 simultaneously]/2KN; δ-mid-span deflection in the formula; P-span centre point horizontal side is to acting force; Tested section rail length of L-; N-rail axial force; K wherein
2=N/EI; EI-rail bendind rigidity.
4,, it is characterized in that this method is further comprising the steps of according to the method for testing of claim 1,2 or 3 described welded rail temperature forces and fastening-down temperature of rail:
(d), each fasteners of tested section rail stiff end both sides is tightened up to meeting gapless track often maintain technical standard.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNB021048967A CN1181323C (en) | 2002-03-05 | 2002-03-05 | Jointless track temperature force and locking rail temperature test method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNB021048967A CN1181323C (en) | 2002-03-05 | 2002-03-05 | Jointless track temperature force and locking rail temperature test method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1442679A true CN1442679A (en) | 2003-09-17 |
| CN1181323C CN1181323C (en) | 2004-12-22 |
Family
ID=27793141
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB021048967A Expired - Fee Related CN1181323C (en) | 2002-03-05 | 2002-03-05 | Jointless track temperature force and locking rail temperature test method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN1181323C (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101706336B (en) * | 2009-10-14 | 2011-04-13 | 华东交通大学 | Non-contact magnetic-grid-type welded rail temperature force testing device and testing method |
| CN102733272A (en) * | 2012-05-30 | 2012-10-17 | 西南交通大学 | Steel rail detection method, system and terminal |
| CN102877385A (en) * | 2012-10-16 | 2013-01-16 | 哈尔滨安通测控技术开发有限公司 | Measurement device and measurement method of jointless track steel rail zero-stress rail temperature |
| CN105040534A (en) * | 2015-08-20 | 2015-11-11 | 中铁六局集团天津铁路建设有限公司 | Ultra-large type turnout stress dispersing method in winter |
| CN105648859A (en) * | 2015-12-31 | 2016-06-08 | 中国神华能源股份有限公司 | Determining method and device for rail stress-free temperature of seamless track |
| CN106017719A (en) * | 2016-05-13 | 2016-10-12 | 北京化工大学 | Method for detecting fastening-down temperature of long seamless rail |
| CN112985637A (en) * | 2021-02-24 | 2021-06-18 | 大秦铁路股份有限公司 | Method for measuring rail locking temperature of steel rail based on ultrasonic critical refraction longitudinal wave |
| CN113847958A (en) * | 2021-09-27 | 2021-12-28 | 沈阳铁路信号有限责任公司 | Steel rail locking rail temperature detection method based on vibration mode |
| CN115326608A (en) * | 2022-08-10 | 2022-11-11 | 攀钢集团攀枝花钢铁研究院有限公司 | Physical fatigue testing device and method for steel rail |
| CN116754091A (en) * | 2023-08-15 | 2023-09-15 | 河北铁达科技有限公司 | Method, device and equipment for detecting rail locking temperature of steel rail |
-
2002
- 2002-03-05 CN CNB021048967A patent/CN1181323C/en not_active Expired - Fee Related
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101706336B (en) * | 2009-10-14 | 2011-04-13 | 华东交通大学 | Non-contact magnetic-grid-type welded rail temperature force testing device and testing method |
| CN102733272A (en) * | 2012-05-30 | 2012-10-17 | 西南交通大学 | Steel rail detection method, system and terminal |
| CN102733272B (en) * | 2012-05-30 | 2014-11-26 | 西南交通大学 | Steel rail detection method, system and terminal |
| CN102877385A (en) * | 2012-10-16 | 2013-01-16 | 哈尔滨安通测控技术开发有限公司 | Measurement device and measurement method of jointless track steel rail zero-stress rail temperature |
| CN102877385B (en) * | 2012-10-16 | 2015-04-22 | 哈尔滨安通测控技术开发有限公司 | Measurement method of jointless track steel rail zero-stress rail temperature of a measurement device |
| CN105040534B (en) * | 2015-08-20 | 2016-08-24 | 中铁六局集团天津铁路建设有限公司 | A kind of ultra-large type track switch destressing in winter method |
| CN105040534A (en) * | 2015-08-20 | 2015-11-11 | 中铁六局集团天津铁路建设有限公司 | Ultra-large type turnout stress dispersing method in winter |
| CN105648859A (en) * | 2015-12-31 | 2016-06-08 | 中国神华能源股份有限公司 | Determining method and device for rail stress-free temperature of seamless track |
| CN106017719A (en) * | 2016-05-13 | 2016-10-12 | 北京化工大学 | Method for detecting fastening-down temperature of long seamless rail |
| CN112985637A (en) * | 2021-02-24 | 2021-06-18 | 大秦铁路股份有限公司 | Method for measuring rail locking temperature of steel rail based on ultrasonic critical refraction longitudinal wave |
| CN112985637B (en) * | 2021-02-24 | 2024-05-31 | 大秦铁路股份有限公司 | Method for measuring rail locking temperature of steel rail based on ultrasonic critical refraction longitudinal wave |
| CN113847958A (en) * | 2021-09-27 | 2021-12-28 | 沈阳铁路信号有限责任公司 | Steel rail locking rail temperature detection method based on vibration mode |
| CN115326608A (en) * | 2022-08-10 | 2022-11-11 | 攀钢集团攀枝花钢铁研究院有限公司 | Physical fatigue testing device and method for steel rail |
| CN116754091A (en) * | 2023-08-15 | 2023-09-15 | 河北铁达科技有限公司 | Method, device and equipment for detecting rail locking temperature of steel rail |
| CN116754091B (en) * | 2023-08-15 | 2023-10-27 | 河北铁达科技有限公司 | Method, device and equipment for detecting rail locking temperature of steel rail |
Also Published As
| Publication number | Publication date |
|---|---|
| CN1181323C (en) | 2004-12-22 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7681443B2 (en) | Apparatus for detecting hunting and angle of attack of a rail vehicle wheelset | |
| CN1181323C (en) | Jointless track temperature force and locking rail temperature test method | |
| US10416032B2 (en) | Optical fiber detection device with steel rail as elastomer and railway overload and unbalanced load detection system | |
| Mishra et al. | Railroad track transitions with multidepth deflectometers and strain gauges | |
| CN102741479A (en) | Method for determining the stress free temperature of the rail and/or the track resistance | |
| CN100523757C (en) | Method for measuring rail longitudinal force of jointless track structure | |
| CN101660958B (en) | Longitudinal force measuring method of seamless track steel rail | |
| US20140180609A1 (en) | Method of establishing the deflection and/or the stiffness of a supporting structure | |
| CN1139790C (en) | Track scales | |
| CN208818257U (en) | The intellectual monitoring system of Long Span Railway Steel Bridge beam-ends telescopic device | |
| Zarembski et al. | On the measurement and calculation of vertical track modulus | |
| CN105222942A (en) | Gapless track longitudinal force method of testing and system | |
| DE10304008A1 (en) | Device for measuring the rail load | |
| CN219301590U (en) | Device for monitoring settlement and deviation of railway sleeper | |
| Edwards et al. | Improved Concrete Crosstie and Fastening Systems for US High Speed Passenger Rail and Joint Corridors: Volume 1, Project Summary Report | |
| CN109029665B (en) | Pillow type rail Heng Chenchong sensor | |
| DE10031092A1 (en) | Weighing device for rail vehicles | |
| CN214621666U (en) | Pneumatic characteristic synchronous testing device of train-bridge combined system | |
| CN113051705B (en) | Method for accurately predicting rail temperature of steel rail | |
| CN219830075U (en) | Track scale of non-foundation pit continuous rail bogie metering structure | |
| CN113405783A (en) | Ballastless track geometric shape and position change simulation test bed based on bridge pier deformation | |
| CN106706192B (en) | Rail bottom bending moment type force sensor | |
| CN116499564A (en) | Track scale of non-foundation pit continuous rail bogie metering structure | |
| CN111733646A (en) | WJ-7 type fastener system replacement and adjustment method for ballastless track of high-speed railway | |
| Ahmad et al. | Improvement of rail creep data to measure the stress state of a tangent continuously welded rail (CWR) track |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20041222 Termination date: 20200305 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |