EP0144780A1 - Boggie autodirecteur dépourvu de chassis - Google Patents

Boggie autodirecteur dépourvu de chassis Download PDF

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Publication number
EP0144780A1
EP0144780A1 EP84113436A EP84113436A EP0144780A1 EP 0144780 A1 EP0144780 A1 EP 0144780A1 EP 84113436 A EP84113436 A EP 84113436A EP 84113436 A EP84113436 A EP 84113436A EP 0144780 A1 EP0144780 A1 EP 0144780A1
Authority
EP
European Patent Office
Prior art keywords
wheelset
vehicle
further characterized
support
car body
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
Application number
EP84113436A
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German (de)
English (en)
Other versions
EP0144780B1 (fr
Inventor
Robert L. Bullock
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Standard Research and Design Corp
Original Assignee
Standard Research and Design Corp
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Filing date
Publication date
Application filed by Standard Research and Design Corp filed Critical Standard Research and Design Corp
Publication of EP0144780A1 publication Critical patent/EP0144780A1/fr
Application granted granted Critical
Publication of EP0144780B1 publication Critical patent/EP0144780B1/fr
Expired legal-status Critical Current

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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
    • B61F5/14—Side bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D9/00—Tipping wagons
    • B61D9/14—Tipping systems controlled by trackside means
    • 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
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/14—Attaching or supporting vehicle body-structure
    • 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
    • B61F15/00—Axle-boxes
    • B61F15/02—Axle-boxes with journal bearings
    • B61F15/08—Axle-boxes with journal bearings the axle being slidable or tiltable in the bearings
    • 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
    • B61F5/44—Adjustment controlled by movements of vehicle body

Definitions

  • the present invention relates to frameless self-steering radial wheeled support vehicles, such as car trucks or bogies, which are used to support a railroad car body.
  • a primary purpose of the invention is a self-steering radial truck or bogey or wheeled vehicle of the type described which permits limited yaw and lateral movement of the wheelsets relative to each other.
  • Another purpose is to provide a large weight reduction in a self-steering radial truck or bogey or wheeled vehicle, when compared with trucks having conventional side frames and bolsters.
  • Another purpose is to provide a railroad car truck having good hunting stability for the wheelsets and car body at vehicle speeds substantially beyond normal railroad operating speeds.
  • Another purpose is a truck of the type described in which the conventional side frames and bolster have been eliminated and in which the car body is independently supported at each end of each wheelset.
  • Another purpose is a frameless self-steering radial wheeled vehicle which includes resilient pads or equivalent yielding resistance to relative movement which provides for both lateral and yaw movement of the wheelsets relative to the car body.
  • Another purpose is a wheeled vehicle of the type described in which there are separate and independent series resistances to relative lateral movement of the car body and wheelsets.
  • Another purpose is a wheeled railway support vehicle of the type described in which the car body is independently supported at opposite ends of each wheelset, which support includes springs and wedge-type dampers, with opposite ends of the wheel-sets being connected together and constrained for relative yaw movement.
  • Another purpose is a frameless radial railway support vehicle of the type described which permits restrained lateral and yaw movement of the wheelset and prevents relative longitudinal movement of the wheelsets.
  • radial truck has been used in the railroad industry to designate a railway support vehicle or truck or bogey which is essentially self-steering or which can follow the radius of curvature of most curves found in conventional railway usage.
  • radial trucks have used as a foundation the conventional three-piece concept of two side frames and a bolster to form the frame for the truck and to form a means whereby the car body is supported on the truck.
  • the present invention is particularly concerned with a radial truck in which the bolster and side frames have been eliminated, with very substantial savings in weight for each railroad car.
  • a radial truck in which the bolster and side frames have been eliminated, with very substantial savings in weight for each railroad car.
  • the frameless radial truck of the present invention can provide a railroad car weighing in the area of 8,000 lbs. less than previous cars suitable for the same traffic. This reduction in weight not only permits the car to carry a greater load, but also provides substantial fuel economies in running unloaded cars.
  • the present invention provides a frameless radial self-steering support vehicle for a railroad car environment in which the bolster and side frames have been eliminated; in which the car body is independently supported on each end of each wheelset; in which there are resilient shear pads constraining both lateral and yaw movements of the wheelsets relative to the car body; and in which there is a connecting linkage between adjacent ends of each wheelset, which linkage constrains the wheelsets to yaw in opposite sense while permitting lateral movement of one wheelset relative to the other and which further contains the wheelsets from net longitudinal movement with respect to each other.
  • a pair of spaced conventional wheelsets are indicated at 10 and 12, there being a wheel 14 attached on the illustrated end of each wheelset. It is understood that the top plan view of Figure 1 only shows a portion of the truck and that the wheelsets will continue with identical structure, not shown, on the opposite side of each truck or vehicle.
  • Wheels 14 may be of conventional conicity or may have a special profile. It is preferred to use a profile similar to that of a worn wheel which has a high effective conicity with approximately a 0.5 inch flange clearance with the rail and a high flange contact angle. Such a conicity has a profile quite similar to that of a naturally worn wheel.
  • Each of the wheelsets 10 and 12 will have a roller bearing 16 at each end of the wheelset and each roller bearing 16 will support a roller bearing adapter 18.
  • Mounted upon each roller bearing adapter 18 is a plurality of resilient shear pads indicated generally at 20. There may be a single shear pad, although it is preferred that there be multiple or a plurality of shear pads, as illustrated. The pads will be of similar size and shape and will be separated by metal plates, as is conventional.
  • Shear pads 20 should be formed of a material which will provide a predetermined amount of damping within the material of the pads of not less than ten percent of critical damping in order to provide adequate car body stability under loaded car conditions.
  • the shear pads support a pedestal indicated generally at 24.
  • Pedestal 24 has a bottom portion 26, upstanding side walls 28 and a top portion 30 which is seated upon shear pad 20.
  • walls 28 and 30 form a small housing which not only is supported upon the shear pad, but restricts the amount of lateral and yaw movement between the wheelset and the pedestal.
  • -As particularly illustrated in Figure 2 - there are gaps between adapter 18 and housing walls 28. These gaps permit yaw movement of the wheel set in an amount equal to the longitudinal clearance which, in the preferred embodiment, may be on the order of one and one-quarter inch.
  • Adapter 18 has upstanding inboard and outboard ears 27 and 29 respectively which cooperate with top wall portion 30 to permit a similar amount of lateral movement of the wheelset relative to the pedestal. This amount of movement may be on the order of an inch in each lateral direction.
  • the wheelsets have a permitted yaw and lateral displacement relative to the pedestals or the support structure.
  • Each pedestal includes, as a part of bottom member 26, an outside platform 32 at one side of the bottom member and an inside platform 34 at the opposite side.
  • Each of the platforms 32 and 34 mount springs 36 which are similar to conventional load bearing or load carrying springs normally found between the side frame and bolster of a car truck. Springs 36 support the weight of the car body on the pedestal and thus the wheelsets. In addition to springs 36, there are smaller damping springs 38 supported on the platforms, which damping springs 38 each support a friction wedge or damping member 40. Wedges 40 bear against wear plates 42 mounted on the outside of walls 28, much in the manner of a conventional three-piece truck.
  • wheelset frame members 46 fit within pockets 44 formed in a wheelset frame member 46 which extends over the top of the roller bearing adapter, shear pads and pedestal top member 30 and had downwardly facing seat areas 48 at opposite sides thereof which form the upper seat for springs 36.
  • wheelset frame members 46 are supported on springs 36 and in turn will support the car body, as described.
  • each wheelset frame member 46 Formed at opposite sides of each wheelset frame member 46 is an upper platform 50 which has a generally horizontal portion and an upwardly slanted portion. Positioned on each platform 50 is a resilient shear pad construction 52, which again may be a single shear pad or a plurality of shear pads, although the latter is preferred. Shear pad constructions 52 each include shear pads with a horizontal portion 54 and an upwardly directed or slanted portion 56. The shear pads fit within the contour defined by platforms 50 and support on the upper ends thereof a friction member or wedge 58, specifically illustrated in Figures 2 and 3.
  • Wedge members 58 which may be formed of the same metallurgical composition as friction wedges 40, seat upon the shear pads as described and have an upper wedge-shaped nose 60 which extends within a similar wedge-shaped pocket 62 of a wedge cover 63 which is attached to car body 64.
  • Wedges 58 there being two such wedges at each end of each wheelset, independently support the car body upon the wheelsets.
  • the car body wedge covers 63 maintain the wedges in position within the pockets and resting upon the shear pad construction.
  • Each of the wedge members 58 has a slope on the opposite surface from that in contact with the upward slanted portion 56 of the shear pad.
  • the sloping surface, indicated at 57, has approximately the same direction or is generally parallel to the slanted surface of shear pad portion 56. Sloping or slanted surfaces 57 further have a crown or slight radius in the slanted direction as will be explained in detail hereinafter.
  • the pivotal connection which may be a pin and slot configuration 71, preferably allows for lateral deflection of the pedestal of one wheel set with respect to the other by permitting rotational and longitudinal movement.
  • Pillow blocks 74 at opposite sides of the bogey, support a torque rod or tube 76 extending from one side of the vehicle to the other.
  • clevis 78 Positioned on the outboard ends of torque rod 76 and at each end thereof is a clevis 78, particularly illustrated in Figure 2.
  • clevis 78 One side of clevis 78 is pivotally attached to a rod 80, with the opposite end of the rod being pivotally attached to a roller bearing adapter 18.
  • a rod 82 is pivotally attached to the other side of clevis 78 and is pivotally attached to the roller bearing adapter of the other wheelset.
  • Opposite ends of rods 80 and 82 include resilient bushings 80a and 82a as a part of each pivotal connection to provide a degree of yaw freedom with respect to the roller bearing adapter and clevis for lateral deflection of the wheel sets.
  • rods 80 and 82 are each pivotally attached to the upper portion or top of the roller bearing adapters, but are attached to the bottom and top of clevis 78.
  • the connections to the clevis will be in the reverse sense. That is, the connection from wheelset 12 will be to the top of the clevis and the connection from wheelset 10 will be to the bottom of the clevis.
  • damping members conventionally a small piston and cylinder with attached rods, may be connected between the pivotal connections of the clevis and the pivotal connections with the roller bearing adapters to damp any oscillatory movement brought about during yaw of the wheelsets.
  • the damping members would be useful in preventing truck hunting.
  • the truck described herein permits constrained relative yaw movement between the wheelsets as would be brought about when the car enters curved track.
  • wheelsets 10 and 12 When the railroad vehicle enters a curved track, wheelsets 10 and 12 will yaw to assume a radial configuration relative to the radius of curvature of the track.
  • Shear pads 20, which are positioned between the roller bearing adapters and the support pedestals, will permit the degree of yaw necessary to negotiate approximately an eight-degree railroad track curve.
  • a curve relating lateral shear deflection and the lateral shear force applied per journal or at one end of a wheelset the American Association of Rails (AAR) requires that a car negotiate a 150 ft. curve before it can have AAR certification.
  • the AAR also requires traversing a ten-degree curve with 200,000 lbs. of squeeze applied to the car. This is a substantially more severe test than the eight-degree curvature for which the truck is designed and which will accommodate most railroad use..To successfully run through a 150 ft. curve and maintain the wheels on the rails, it is necessary that the wheel- sets, with the described permitted yaw, have a lateral shear deflection of 4-3/4 in. with respect to the car body.
  • a light or unloaded car presents different problems.
  • the first one inch of deflection will again be accommodated by shear pads 20.
  • the next one-fourth inch deflection will be accommodated by shear pads 52.
  • further lateral deflection between the wheelset and the car body will be accommodated by movement of the car body wedge pocket relative to the wedge specifically illustrated in Figure 3.
  • the lateral forces applied by the rails to the wheelsets will cause the wedges 58 to move within pockets 62.
  • the wheelset will deflect the required remaining distance by the described wedge movement. This is illustrated by curve 90.
  • the specific wedge configuration is also advantageous in that it assists in restoring the car body and wheelset to the original nondeflected position.
  • the combination of the slope of shear pad portion 56 and the shape of rear wall wedge surface 57 and the slanted configuration of the wedge pocket prevents the wedge from sliding in the car body wedge pocket under loaded car conditions. For example, such might occur if surface 62 of the wedge pocket becomes contaminated with oil or water, a not uncommon condition in a railroad environment.
  • shear pad 52 At loaded car conditions, shear pad 52 will have a preload deflection appromimately one-half inch, which will cause a predetermined normal force between the slope shear pad and the facing wedge surface. This force will prevent vertical movement between the wedge and the pocket, which in turn will prevent lateral movement between the wedge and pocket at loaded car conditions.
  • the sloped or slanted surfaces 62 of the two wedge pockets are spaced in the longitudinal direction such that there is no preload between the wedge and the pocket.
  • Both lateral and yaw movements are required in negotiating curves and the support system for the vehicle permits such movement.
  • the wheelsets are constrained against relatively longitudinal movement, either toward or away from each other, both by the housings 70 and by the torque tube. If the wheelsets are urged longitudinally apart, this movement will be resisted by the torque tube because of the manner in which the rods 80 and 82 are connected to opposite ends of the torque tube. Similarly, loads applied to the support pedestals 24 which might tend to move one of the shear pads out of engagement with the car body support will be resisted by the torque tube supports 70.
  • the stiffness may be provided by the rod, such as rod 80 or 82, which forms the connection, or as is preferred, by the bushing mounted upon the clevis which is a part of the connection.
  • the stiffness of the connection or the spring rate of the material of the bushing must be a predetermined minimum and when the stiffness is below such predetermined minimum, the speed at which hunting occurs drops off dramatically. Similarly, the stiffness cannot be too great or again the speed at which hunting occurs will drop off dramatically.
  • the stiffness of the connection or the resiliency of the connection be provided by the bushing forming a part of the connection rather than the rod, so that the stiffness of the rod alone, after the resiliency permitted by the bushing has bottomed out, can be used in car braking.
  • the combined effective stiffness provided by the resilient bushings at each end of the rod should be not less than 40,000 lbs. per inch to provide good truck hunting stability at unloaded car conditions.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
EP84113436A 1983-12-02 1984-11-07 Boggie autodirecteur dépourvu de chassis Expired EP0144780B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US55759383A 1983-12-02 1983-12-02
US557593 1983-12-02

Publications (2)

Publication Number Publication Date
EP0144780A1 true EP0144780A1 (fr) 1985-06-19
EP0144780B1 EP0144780B1 (fr) 1988-04-20

Family

ID=24226088

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84113436A Expired EP0144780B1 (fr) 1983-12-02 1984-11-07 Boggie autodirecteur dépourvu de chassis

Country Status (7)

Country Link
EP (1) EP0144780B1 (fr)
AU (1) AU558884B2 (fr)
BR (1) BR8406103A (fr)
CA (1) CA1234722A (fr)
DE (1) DE3470501D1 (fr)
IN (1) IN161368B (fr)
ZA (1) ZA848234B (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0306889A2 (fr) * 1987-09-09 1989-03-15 Man Gutehoffnungshütte Gmbh Bogie à essieux à orientation dirigée
FR2632917A1 (fr) * 1988-06-17 1989-12-22 Durand Charles Procede et dispositif pour ameliorer la stabilite et le comportement en courbe d'un bogie ferroviaire et bogie equipe d'un tel dispositif
DE3827412A1 (de) * 1988-08-12 1990-02-15 Krauss Maffei Ag Laufwerk fuer schienentriebfahrzeuge
DE3745025C2 (en) * 1987-09-09 1993-06-03 Man Gutehoffnungshuette Ag, 4200 Oberhausen, De Railway vehicle bogie with steerable wheel sets
AT398060B (de) * 1990-02-22 1994-09-26 Sgp Verkehrstechnik Radsatzsteuerung für ein triebdrehgestell eines schienenfahrzeuges
EP0649782A1 (fr) * 1993-10-21 1995-04-26 SLM Schweizerische Lokomotiv- und Maschinenfabrik AG Véhicule ferroviaire et train de roulement pour un tel véhicule

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11091179B2 (en) * 2018-11-01 2021-08-17 Amsted Rail Company, Inc. Rail car side bearing

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE833657C (de) * 1949-03-24 1952-03-10 Fried Krupp Lokomotivfabrik Einrichtung zur Achssteuerung bei Schienenfahrzeugen
DE833658C (de) * 1949-03-24 1952-03-10 Fried Krupp Lokomotivfabrik Einrichtung zur Achssteuerung bei Schienenfahrzeugen
FR1019626A (fr) * 1949-03-24 1953-01-23 Krupp F Lokomotivfabrik Dispositif de commande d'essieu dans des véhicules de chemin de fer
DE1184372B (de) * 1957-03-11 1964-12-31 Standard Car Truck Co Stabilisierte federnde Radaufhaengung fuer Schienenfahrzeuge
GB1240914A (en) * 1969-10-30 1971-07-28 Midland Ross Corp Railway car truck
DE1780140A1 (de) * 1967-08-11 1972-11-23 Creusot Loire In Querrichtung nachgiebige Abstuetzung in Schienenfahrzeugen
US4067261A (en) * 1972-11-10 1978-01-10 South African Inventions Development Corporation Damping railway vehicle suspension
US4067262A (en) * 1974-04-05 1978-01-10 South African Inventions Development Corporation Railway truck
US4150626A (en) * 1975-01-24 1979-04-24 MLS-Worthington Limited Railway truck span bolster
DE3232289A1 (de) * 1981-08-31 1983-03-24 South African Inventions Development Corp., Pretoria, Transvaal Eisenbahnwagen

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE833657C (de) * 1949-03-24 1952-03-10 Fried Krupp Lokomotivfabrik Einrichtung zur Achssteuerung bei Schienenfahrzeugen
DE833658C (de) * 1949-03-24 1952-03-10 Fried Krupp Lokomotivfabrik Einrichtung zur Achssteuerung bei Schienenfahrzeugen
FR1019626A (fr) * 1949-03-24 1953-01-23 Krupp F Lokomotivfabrik Dispositif de commande d'essieu dans des véhicules de chemin de fer
DE1184372B (de) * 1957-03-11 1964-12-31 Standard Car Truck Co Stabilisierte federnde Radaufhaengung fuer Schienenfahrzeuge
DE1780140A1 (de) * 1967-08-11 1972-11-23 Creusot Loire In Querrichtung nachgiebige Abstuetzung in Schienenfahrzeugen
GB1240914A (en) * 1969-10-30 1971-07-28 Midland Ross Corp Railway car truck
US4067261A (en) * 1972-11-10 1978-01-10 South African Inventions Development Corporation Damping railway vehicle suspension
US4067262A (en) * 1974-04-05 1978-01-10 South African Inventions Development Corporation Railway truck
US4150626A (en) * 1975-01-24 1979-04-24 MLS-Worthington Limited Railway truck span bolster
DE3232289A1 (de) * 1981-08-31 1983-03-24 South African Inventions Development Corp., Pretoria, Transvaal Eisenbahnwagen

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0306889A2 (fr) * 1987-09-09 1989-03-15 Man Gutehoffnungshütte Gmbh Bogie à essieux à orientation dirigée
EP0306889A3 (en) * 1987-09-09 1989-09-06 Man Gutehoffnungshutte Gmbh Bogie with steered wheel sets
EP0429095A1 (fr) * 1987-09-09 1991-05-29 Man Gutehoffnungshütte Gmbh Bogie avec paires de roues guidées
DE3745025C2 (en) * 1987-09-09 1993-06-03 Man Gutehoffnungshuette Ag, 4200 Oberhausen, De Railway vehicle bogie with steerable wheel sets
FR2632917A1 (fr) * 1988-06-17 1989-12-22 Durand Charles Procede et dispositif pour ameliorer la stabilite et le comportement en courbe d'un bogie ferroviaire et bogie equipe d'un tel dispositif
DE3827412A1 (de) * 1988-08-12 1990-02-15 Krauss Maffei Ag Laufwerk fuer schienentriebfahrzeuge
EP0357951A1 (fr) * 1988-08-12 1990-03-14 Krauss-Maffei Aktiengesellschaft Train roulant pour véhicules moteurs ferroviaires
AT398060B (de) * 1990-02-22 1994-09-26 Sgp Verkehrstechnik Radsatzsteuerung für ein triebdrehgestell eines schienenfahrzeuges
EP0649782A1 (fr) * 1993-10-21 1995-04-26 SLM Schweizerische Lokomotiv- und Maschinenfabrik AG Véhicule ferroviaire et train de roulement pour un tel véhicule
US5638757A (en) * 1993-10-21 1997-06-17 Slm Schweizerische Lokomotiv- Und Maschinenfabrik Ag Rail vehicle and truck for such a vehicle

Also Published As

Publication number Publication date
EP0144780B1 (fr) 1988-04-20
AU558884B2 (en) 1987-02-12
BR8406103A (pt) 1985-09-24
DE3470501D1 (en) 1988-05-26
AU3537784A (en) 1985-06-06
IN161368B (fr) 1987-11-14
ZA848234B (en) 1985-06-26
CA1234722A (fr) 1988-04-05

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