EP0184096B1 - Two axle freight car - Google Patents

Two axle freight car Download PDF

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Publication number
EP0184096B1
EP0184096B1 EP85114914A EP85114914A EP0184096B1 EP 0184096 B1 EP0184096 B1 EP 0184096B1 EP 85114914 A EP85114914 A EP 85114914A EP 85114914 A EP85114914 A EP 85114914A EP 0184096 B1 EP0184096 B1 EP 0184096B1
Authority
EP
European Patent Office
Prior art keywords
girders
freight car
tension members
girder
longitudinal
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 - Lifetime
Application number
EP85114914A
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German (de)
French (fr)
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EP0184096A3 (en
EP0184096A2 (en
Inventor
Hans Fischer
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Duewag AG
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Duewag AG
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Publication date
Application filed by Duewag AG filed Critical Duewag AG
Priority to AT85114914T priority Critical patent/ATE49932T1/en
Publication of EP0184096A2 publication Critical patent/EP0184096A2/en
Publication of EP0184096A3 publication Critical patent/EP0184096A3/en
Application granted granted Critical
Publication of EP0184096B1 publication Critical patent/EP0184096B1/en
Anticipated expiration legal-status Critical
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    • 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

Definitions

  • the invention relates to a two-axle, in particular long, freight wagon with a torsion-resistant base frame which has at least two head girders, this subordinate cross girder and two outer long girders.
  • long two-axle rail vehicles must have sufficient torsional strength with regard to their safety against derailment, the wheel contact points of the wheel sets forming the measurement basis.
  • a torsion ability can be achieved with the appropriate design of the wheel set suspension.
  • a torsional stiffness is required for the vehicle body that is claimed, which is dependent on the vehicle's own mass and the length of the vehicle overhangs. With a lower dead weight and longer overhangs (e.g.
  • the invention is accordingly based on the object of designing a rail vehicle of the generic type on its undercarriage in the sense of a required torsional rigidity, this design being intended to be carried out in the simplest possible manner and in terms of weight.
  • outer long beams are connected to one another by at least four tension members, of which two tension members each lie diagonally to one another and in a common plane, one of these levels above the longitudinal center of gravity of the base frame and the other level below this longitudinal center of gravity is arranged and that both planes each have the greatest possible distance from said longitudinal center of gravity.
  • the object according to the invention is characterized by its particularly simple, inexpensive to produce design and the torsional rigidity achieved in accordance with the regulations, the tension members arranged for this purpose advantageously practically not increasing the vehicle's own mass, which enables an optimally high load mass.
  • Duch DE-C 218 050 a diagonal stiffening for a four- or six-axle bogie freight wagon is known, in which a completely rigid base frame is created with the help of two tie rods which lie in intersecting vertical planes and a vertical support. Because of the different tasks in relation to the subject matter of the invention and in view of the fact that the teaching of DE-C 218050 is directed to a single pair of tie rods which are not in a common plane, this publication is unable to provide any information or suggestions for finding the solution according to claim 1 to convey.
  • the basic structure of the vehicle undercarriage has two head supports 1 (see FIG. 1) with side buffers (not shown) attached to it, cross members 2 arranged downstream of the head supports 1, two outer long supports 3 and middle long supports omitted here.
  • the outer long beams 3 provided with axle holders 7 for wheel sets 8 are designed in the exemplary embodiment in the manner of a fish belly beam (see FIG. 1).
  • the outer long beams 3 are connected to each other to achieve a higher torsional rigidity by upper and lower tension members 4a and 4b, which are arranged diagonally above and below with the greatest possible distance to the longitudinal center of gravity of the base frame.
  • the upper and lower tension members 4a and 4b extend over a longitudinal section delimited by a pair of cross beams 2 ', these cross beams 2' being connected to the long beams 3 in the region of their transition from constant beam height to increasing beam height.
  • the upper tension members 4a which are made of flat profiles with regard to the greatest possible distance from the longitudinal center of gravity, are arranged horizontally above the crossbeams 2 and connected to the outer crossbeams 3 in their node area with the two crossbeams 2 'by welding.
  • the lower tension members 4b consist of three diagonally crossing pairs, of which the middle pair is arranged within the longitudinal section of the constantly increased height of the long beams 3.
  • the two outer pairs of the lower tension members 4b lie within those long beam transition sections which are delimited by the ends of the aforementioned longitudinal section and the areas of the transition from constant to increasing beam height (cross beam 2 ').
  • transversely arranged tubes 5 which are provided as spacers between the points of engagement of the middle pair and the two outer pairs of the lower tension members 4b on the long beams 3, prevent deformations of the long girders 3, these tubes 5 also serving the torsional rigidity.
  • the long girders 3 have web plates 6 arranged in the area of the abovementioned points of attack as stiffeners.
  • the lower tension members 4b consisting of a round profile are tensioned. Locks 4c adjustable in length. A corresponding adjustability could also be present for the upper tension members 4a. Due to the length adjustment, a tight fit and even a favorable pretensioning of the tension members 4b can easily be achieved.
  • the lower tension members 4b are detachably connected to the outer long beams 3 via bolts 4d.
  • the lower tension members 4b are held in their respective crossing point by a base plate 9, to which conventional clamps, which surround the tension members 4b, are fastened.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Handcart (AREA)
  • Body Structure For Vehicles (AREA)
  • Press Drives And Press Lines (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Dampers (AREA)

Abstract

1. A two-axled freight car, in particularly a long freight car, having an undercarriage which is capable of torsion and has at least two buffer beams (1), cross girders (2) which are arranged subsequent to these buffer beams, and two outer longitudinal girders (3), the outer longitudinal girders (3) being connected to each other by means of at least four tension members (4a, 4b) two of which (4a and 4b) in each case lie diagonal to each other and in a common plane, one of these planes being arranged above the longitudinal centroidal axis of the undercarriage and the other plane being arranged below this longitudinal centroidal axis, and in that in each case both planes are at the greatest possible distance from the aforementioned longitudinal centroidal axis.

Description

Die Erfindung betrifft einen zweiachsigen, insbesondere langen Güterwagen mit einem verwindungsfähigen Untergestell, das zumindest zwei Kopfträger, diesen nachgeordnete Querträger und zwei äussere Langträger aufweist.The invention relates to a two-axle, in particular long, freight wagon with a torsion-resistant base frame which has at least two head girders, this subordinate cross girder and two outer long girders.

Gemäss einschlägigen eisenbahntechnischen Vorschriften (z. B. der UIC) müssen lange zweiachsige Schienenfahrzeuge im Hinblick auf ihre Sicherheit gegen Entgleisen eine ausreichende Verwindungsfähigkeit aufweisen, wobei die Radaufstandspunkte der Radsätze die Messbasis bilden. Eine solche Verwindungsfähigkeit ist unter entsprechender Auslegung der Radsatzfederung erbringbar. Um diese Fahrzeuge auch bei grösseren Längsdruckkräften entgleisungssicher betreiben zu können, wird für den dabei beanspruchten Fahrzeugaufbau eine Verwindungssteifigkeit gefordert, die von der Fahrzeugeigenmasse und der Länge der Fahrrzeugüberhänge abhängig ist. Bei geringerer Eigenmasse und längeren Überhängen (z. B. mit einer Länge von jeweils 3 m bei einem Güterwagen mit einer Länge über Puffer von 15 m und dem heute maximalen Radsatzabstand von 9 m) ist die verlangte höhere Verwindungssteifigkeit vor allem dann schwieriger erzielbar, wenn für eine entsprechend steifere Gestaltung im wesentlichen nur das Untergestell heranziehbar ist.According to the relevant railway regulations (e.g. the UIC), long two-axle rail vehicles must have sufficient torsional strength with regard to their safety against derailment, the wheel contact points of the wheel sets forming the measurement basis. Such a torsion ability can be achieved with the appropriate design of the wheel set suspension. In order to be able to operate these vehicles safely against derailment even with greater longitudinal compressive forces, a torsional stiffness is required for the vehicle body that is claimed, which is dependent on the vehicle's own mass and the length of the vehicle overhangs. With a lower dead weight and longer overhangs (e.g. with a length of 3 m in each case for a freight wagon with a length over buffers of 15 m and the maximum wheelset spacing of 9 m today), the required higher torsional rigidity is more difficult to achieve if essentially only the base frame can be used for a correspondingly more rigid design.

Der Erfindung liegt demgemäss die Aufgabe zugrunde, ein Schienenfahrzeug der gattungsgemässen Art an seinem Untergestell im Sinn einer geforderten Verwindungssteifigkeit zu gestalten, wobei diese Gestaltung auf möglichst einfache und vom Gewicht her günstige Weise erfolgen soll.The invention is accordingly based on the object of designing a rail vehicle of the generic type on its undercarriage in the sense of a required torsional rigidity, this design being intended to be carried out in the simplest possible manner and in terms of weight.

Diese Aufgabe wird erfindungsgemäss dadurch gelöst, dass die äusseren Langträger durch mindestens vier Zugglieder miteinander verbunden sind, von denen jeweils zwei Zugglieder diagonal zueinander und in einer gemeinsamen Ebene liegen, wobei die eine dieser Ebenen oberhalb der Längsschwerlinie des Untergestelles und die andere Ebene unterhalb dieser Längsschwerlinie angeordnet ist und dass beide Ebenen jeweils grösstmöglichen Abstand zu besagter Längsschwerlinie hin aufweisen.This object is achieved according to the invention in that the outer long beams are connected to one another by at least four tension members, of which two tension members each lie diagonally to one another and in a common plane, one of these levels above the longitudinal center of gravity of the base frame and the other level below this longitudinal center of gravity is arranged and that both planes each have the greatest possible distance from said longitudinal center of gravity.

Der Gegenstand nach der Erfindung zeichnet sich durch seine besonders einfache, kostengünstig herstellbare Gestaltung und die damit erzielte vorschriftengerechte Verwindungssteifigkeit aus, wobei die dazu angeordneten Zugglieder in vorteilhafter Weise die Fahrzeugeigenmasse praktisch nicht vergrössern, wodurch eine optimal hohe Ladungsmasse ermöglicht ist.The object according to the invention is characterized by its particularly simple, inexpensive to produce design and the torsional rigidity achieved in accordance with the regulations, the tension members arranged for this purpose advantageously practically not increasing the vehicle's own mass, which enables an optimally high load mass.

Duch die DE-C 218 050 ist eine Diagonalversteifung für einen vier- oder sechsachsigen Drehgestell-Güterwagen bekannt, bei der mit Hilfe von zwei Zugstangen, die in sich kreuzenden senkrechten Ebenen liegen, und eine senkrechte Stütze ein vollkommen starres Untergestell geschaffen wird. Wegen der in bezug auf den Erfindungsgegenstand unterschiedlichen Aufgabenstellung und im Hinblick darauf, dass die Lehre der DE-C 218050 auf ein einziges, nicht in einer gemeinsamen Ebene liegendes Zugstangenpaar gerichtet ist, vermag diese Druckschrift keine Hinweise oder Anregungen zum Auffinden der Lösung nach Patentanspruch 1 zu vermitteln.Duch DE-C 218 050 a diagonal stiffening for a four- or six-axle bogie freight wagon is known, in which a completely rigid base frame is created with the help of two tie rods which lie in intersecting vertical planes and a vertical support. Because of the different tasks in relation to the subject matter of the invention and in view of the fact that the teaching of DE-C 218050 is directed to a single pair of tie rods which are not in a common plane, this publication is unable to provide any information or suggestions for finding the solution according to claim 1 to convey.

Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen angegeben.Advantageous embodiments of the invention are specified in the subclaims.

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung prinzipartig darstellt und wird im folgenden näher beschrieben. Es zeigen

  • Fig. 1 ein Schienenfahrzeug im Bereich seines Untergestells im Längsschnitt,
  • Fig. 2 die Draufsicht zu Fig. 1,
  • Fig. 3 die Ansicht in Pfeilrichtung Zzu Fig. 1,
  • Fig. 4 die Einzelheit Y aus Fig. 3, im vergrösserten Massstab.
An embodiment of the invention is shown in principle in the drawing and is described in more detail below. Show it
  • 1 is a rail vehicle in the region of its base in longitudinal section,
  • 2 shows the top view of FIG. 1,
  • 3 shows the view in the direction of the arrow Z in FIG. 1,
  • Fig. 4 shows the detail Y of Fig. 3, on an enlarged scale.

Gemäss den Fig. 1 bis 3 hat das Fahrzeug-Untergestell in seinem Grundaufbau zwei Kopfträger 1 (siehe Fig. 1) mit daran angebrachten, nicht dargestellten Seitenpuffern, den Kopfträgern 1 nachgeordnete Querträger 2, zwei äussere Langträger 3 und hier weggelassene mittlere Langträger. Die mit Achshaltern 7 für Radsätze 8 versehenen äusseren Langträger 3 sind im Ausführungsbeispiel nach Art eines Fischbauchträgers (siehe Fig. 1) ausgelegt.According to FIGS. 1 to 3, the basic structure of the vehicle undercarriage has two head supports 1 (see FIG. 1) with side buffers (not shown) attached to it, cross members 2 arranged downstream of the head supports 1, two outer long supports 3 and middle long supports omitted here. The outer long beams 3 provided with axle holders 7 for wheel sets 8 are designed in the exemplary embodiment in the manner of a fish belly beam (see FIG. 1).

Weiter nach Fig. 1 bis 3 sind die äusseren Langträger 3 zum Erzielen einer höheren Verwindungssteifigkeit durch obere und untere Zugglieder 4a bzw. 4b miteinander verbunden, die oberhalb und unterhalb mit grösstmöglichem Abstand zur Längsschwerlinie des Untergestelles jeweils diagonal angeordnet sind. In Längsrichtung des Untergestelles erstrecken sich die oberen und unteren Zugglieder 4a bzw. 4b über einen durch ein Paar von Querträgern 2' begrenzten Längsabschnitt, wobei diese Querträger 2' mit den Langträgern 3 im Bereich ihres Überganges von konstanter Trägerhöhe in steigende Trägerhöhe verbunden sind. Die im Hinblick auf den grösstmöglichen Abstand von der Längsschwerlinie aus Flachprofilen bestehenden oberen Zugglieder 4a sind oberhalb der Querträger 2 in Horizontallage angeordnet und an den äusseren Langträgern 3 in deren Knotenpunktbereich mit den beiden Querträgern 2' durch Schweissen angeschlossen.1 to 3, the outer long beams 3 are connected to each other to achieve a higher torsional rigidity by upper and lower tension members 4a and 4b, which are arranged diagonally above and below with the greatest possible distance to the longitudinal center of gravity of the base frame. In the longitudinal direction of the underframe, the upper and lower tension members 4a and 4b extend over a longitudinal section delimited by a pair of cross beams 2 ', these cross beams 2' being connected to the long beams 3 in the region of their transition from constant beam height to increasing beam height. The upper tension members 4a, which are made of flat profiles with regard to the greatest possible distance from the longitudinal center of gravity, are arranged horizontally above the crossbeams 2 and connected to the outer crossbeams 3 in their node area with the two crossbeams 2 'by welding.

Wie aus Fig. 3 ersichtlich, bestehen die unteren Zugglieder 4b aus drei sich diagonal kreuzenden Paaren, von denen das mittlere Paar innerhalb des Längsabschnittes der gleichbleibend vergrösserten Höhe der Langträger 3 angeordnet ist. Die beiden äusserne Paare der unteren Zugglieder 4b liegen innerhalb derjenigen Langträger- Übergangsabschnitte, die durch die Enden des vorgenannten Längsabschnittes und die Bereiche des Überganges von konstanter in steigende Trägerhöhe (Querträger 2') begrenzt sind.As can be seen from FIG. 3, the lower tension members 4b consist of three diagonally crossing pairs, of which the middle pair is arranged within the longitudinal section of the constantly increased height of the long beams 3. The two outer pairs of the lower tension members 4b lie within those long beam transition sections which are delimited by the ends of the aforementioned longitudinal section and the areas of the transition from constant to increasing beam height (cross beam 2 ').

In den Fig. 1, 3 und 4 gezeigte, querangeordnete Rohre 5, die als Distanzhalter zwischen den Angriffspunkten des mittleren Paares und der beiden äusseren Paare der unteren Zugglieder 4b an den Langträgern 3 vorgesehen sind, verhindern Verformungen der Langträger 3, wobei diese Rohre 5 auch der Verwindungssteifigkeit dienlich sind. Im übrigen weisen die Langträger 3 im Bereich der vorgenannten Angriffspunkte angeordnete Stegbleche 6 als Aussteifungen auf.1, 3 and 4, transversely arranged tubes 5, which are provided as spacers between the points of engagement of the middle pair and the two outer pairs of the lower tension members 4b on the long beams 3, prevent deformations of the long girders 3, these tubes 5 also serving the torsional rigidity. In addition, the long girders 3 have web plates 6 arranged in the area of the abovementioned points of attack as stiffeners.

Nach Fig. 4 sind die aus einem Rundprofil bestehenden unteren Zugglieder 4b durch Spann- . schlösser 4c in ihrer Länge einstellbar ausgebildet. Eine entsprechende Einstellbarkeit könnte auch bei den oberen Zuggliedern 4a vorliegen. Durch die Längeneinstellbarkeit sind ein strammer Sitz und sogar eine günstige Vorspannung der Zugglieder 4b einfach erzielbar. Für eine gute Zugänglichkeit des Untergestelles von unten sind die unteren Zugglieder 4b über Bolzen 4d lösbar mit den äusseren Langträgern 3 verbunden.According to FIG. 4, the lower tension members 4b consisting of a round profile are tensioned. Locks 4c adjustable in length. A corresponding adjustability could also be present for the upper tension members 4a. Due to the length adjustment, a tight fit and even a favorable pretensioning of the tension members 4b can easily be achieved. For good accessibility of the underframe from below, the lower tension members 4b are detachably connected to the outer long beams 3 via bolts 4d.

Die unteren Zugglieder 4b sind in ihrem jeweiligen Kreuzungspunkt durch eine Grundplatte 9, an denen übliche, die Zugglieder 4b umgreifende Schellen befestigt sind, gehaltert.The lower tension members 4b are held in their respective crossing point by a base plate 9, to which conventional clamps, which surround the tension members 4b, are fastened.

Claims (9)

1. A two-axled freight car, in particularly a long freight car, having an undercarriage which is capable of torsion and has at least two buffer beams (1), cross girders (2) which are arranged subsequent to these buffer beams, and two outer longitudinal girders (3), the outer longitudinal girders (3) being connected to each other by means of at least four tension members (4a, 4b) two of which (4a and 4b) in each case lie diagnonal to each other and in a common plane, one of these planes being arranged above the longitudinal centroidal axis of the undercarriage and the other plane being arranged below this longitudinal centroidal axis, and in that in each case both planes are at the greatest possible distance from the aforementioned longitudinal centroidal axis.
2. A freight car in accordance with claim 1, characterized in that the upper tension members (4a) are composed of two flat profiles which are arranged in the horizontal position above the cross girders (2).
3. A freight car in accordance with claim 1 or 2, characterized in that the upper tension members (4a) and/or the lower tension members (4b) are designed to be adjustable lengthwise by means ofturnbuckles (4c).
4. A freight car in accordance with one of claims 1 to 3, characterized in that the lower tension members (4b) are detachably connected to the outer longitudinal girders (3) by means of bolts (4d).
5. A freight car in accordance with one of claims 1 to 4, the outer longitudinal girders (3) of which are in each case designed in the manner of a fish-bellied girder, characterized in that the upper tension members (4a) extend diagonally over an undercarriage longitudinal section which is limited by a pair of cross girders (2'), each cross girder (2') in this pair being connected to . the outer longitudinal girders (3) in the region of transition of the latter from a constant depth of girder to an increasing depth of girder.
6. A freight car in accordance with claim 5, characterized in that the upper tension members (4a) are joined to the outer longitudinal girders (3) in the junction area of the latter with the two cross girders (2').
7. A freight car in accordance with one of claims 1 to 6, the outer longitudinal girders (3) of which are in each case designed in the manner of a fish-bellied girder, characterized in that six low- ertension members (4b), two of which diagonally cross each other in each case, form three pairs altogether, the middle pair being arranged within the longitudinal section of constant increased height of the outer longitudinal girder (3) and the two outer pairs lying within those transition sections of the longitudinal girders, which transition sections are limited by the ends of the above- mentioned longitudinal section and by the areas of transition from a constant depth of girder to an increasing depth of girder.
8. A freight car in accordance with claim 7, characterized in that transversely arranged spacing means (pipes 5) are provided between the points of engagement on the outer longitudinal girders (3) of the middle pair and of the two outer pairs of the lower tension members (4b).
9. A freight car in accordance with claim 7 or 8, characterized in that the outer longitudinal girders (3) have vertically arranged stiffeners (web plates 6) in the area of the points of engagement of the middle pair and of the two outer pairs of the lower tension members (4b).
EP85114914A 1984-12-05 1985-11-25 Two axle freight car Expired - Lifetime EP0184096B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT85114914T ATE49932T1 (en) 1984-12-05 1985-11-25 TWO-AXLE FREIGHT WAGON.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19843444303 DE3444303A1 (en) 1984-12-05 1984-12-05 RAIL VEHICLE, ESPECIALLY LONG GOOD WAGON, WITH TWO WHEEL SETS
DE3444303 1984-12-05

Publications (3)

Publication Number Publication Date
EP0184096A2 EP0184096A2 (en) 1986-06-11
EP0184096A3 EP0184096A3 (en) 1987-09-30
EP0184096B1 true EP0184096B1 (en) 1990-01-31

Family

ID=6251937

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85114914A Expired - Lifetime EP0184096B1 (en) 1984-12-05 1985-11-25 Two axle freight car

Country Status (5)

Country Link
EP (1) EP0184096B1 (en)
AT (1) ATE49932T1 (en)
DE (2) DE3444303A1 (en)
DK (1) DK561585A (en)
NO (1) NO160293C (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3808800A1 (en) * 1988-03-16 1989-10-05 Graaff Kg BASE FOR RAILWAY VEHICLES
DE3911138A1 (en) * 1989-04-06 1990-10-11 Talbot Waggonfab Underframe for double-axle railway goods wagons
AT394531B (en) * 1990-01-19 1992-04-27 Jenbacher Werke Ag Rail vehicle, in particular double-axle goods wagon
DE9314921U1 (en) * 1993-10-01 1994-01-27 Dessau Waggonbau Gmbh Base for rail freight wagons
CN105108680A (en) * 2015-09-14 2015-12-02 南车二七车辆有限公司 Wagon bathtub assembly positioning device
EP3708453B1 (en) 2019-03-15 2022-10-12 Schweizerische Bundesbahnen SBB Subframe for vehicles and vehicle

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE218050C (en) *
DE859633C (en) * 1940-05-01 1952-12-15 Luebecker Maschb Ag Rigid underframe with at least two side rails, especially for railroad cars
DE1732959U (en) * 1954-12-15 1956-10-31 Ver Westdeutsche Waggonfab ROTATING OR CHASSIS FRAME FOR RAIL VEHICLES.

Also Published As

Publication number Publication date
NO160293C (en) 1989-04-05
EP0184096A3 (en) 1987-09-30
NO160293B (en) 1988-12-27
DE3444303A1 (en) 1986-06-12
ATE49932T1 (en) 1990-02-15
DK561585D0 (en) 1985-12-04
DE3575705D1 (en) 1990-03-08
NO854889L (en) 1986-06-06
EP0184096A2 (en) 1986-06-11
DK561585A (en) 1986-06-06

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