EP0235086B1 - Fahrbahnanlage für Spielfahrzeuge - Google Patents

Fahrbahnanlage für Spielfahrzeuge Download PDF

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Publication number
EP0235086B1
EP0235086B1 EP87810094A EP87810094A EP0235086B1 EP 0235086 B1 EP0235086 B1 EP 0235086B1 EP 87810094 A EP87810094 A EP 87810094A EP 87810094 A EP87810094 A EP 87810094A EP 0235086 B1 EP0235086 B1 EP 0235086B1
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EP
European Patent Office
Prior art keywords
track
grid
lane
section
straight
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
EP87810094A
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German (de)
English (en)
French (fr)
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EP0235086A1 (de
Inventor
Peter Bolli
Heinz Looser
Werner Tanner
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.)
Interlego AG
Lego AS
Original Assignee
Interlego AG
Lego AS
Priority date (The priority date 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 date listed.)
Filing date
Publication date
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=4195428&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0235086(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Interlego AG, Lego AS filed Critical Interlego AG
Priority to AT87810094T priority Critical patent/ATE90220T1/de
Publication of EP0235086A1 publication Critical patent/EP0235086A1/de
Application granted granted Critical
Publication of EP0235086B1 publication Critical patent/EP0235086B1/de
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    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63H—TOYS, e.g. TOPS, DOLLS, HOOPS OR BUILDING BLOCKS
    • A63H19/00—Model railways
    • A63H19/30—Permanent way; Rails; Rail-joint connections
    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63H—TOYS, e.g. TOPS, DOLLS, HOOPS OR BUILDING BLOCKS
    • A63H18/00—Highways or trackways for toys; Propulsion by special interaction between vehicle and track
    • A63H18/02—Construction or arrangement of the trackway
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S104/00—Railways
    • Y10S104/01—Toy railroad

Definitions

  • the invention relates to a roadway system for toy vehicles according to the preamble of patent claim 1.
  • lane systems are also known in which the individual lane sections or track sections are not only among themselves, but at the same time mechanically connected to a base plate or building board, which has a uniform, preferably square grid.
  • Such base plates form basic elements for toy building systems, in which the assembly of individual, numerous components is based on the fact that the components have primary and secondary coupling members, as a result of which the components can be mechanically connected to one another by being plugged on one another and can also be separated from one another again.
  • components are known in this regard that are box-shaped or plate-shaped and are provided on one main surface with coupling pins and on the opposite surface with mating coupling elements, for example correspondingly shaped wall projections.
  • the base plate is then also provided with primary coupling elements, for example coupling pins, with all coupling elements naturally being arranged in the same manner and at the same intervals in accordance with a construction module on which the relevant construction system is based.
  • the object of the present invention is to provide a roadway system of the type mentioned in the introduction, in which at least the two ends of each curved roadway section correspond to grid points of the square grid of the base area.
  • the carriageway system has the features specified in the characterizing part of patent claim 1 for fulfilling this task.
  • the design according to the invention of the straight and curved lane sections makes it possible for them to be exactly matched to a base plate provided with a square grid of coupling members without difficulty with this grid, so that a connection that can only be brought about by force is completely avoided.
  • the curved road sections are different, depending on whether it is a right-hand bend or a left-hand bend, and since the straight road sections can also differ in length by a factor of ⁇ 2, depending on whether these road sections are parallel or are used diagonally to the grid of the base area, it is advantageous to use a mechanical, ie formal, or to be provided with a visual coding. As a result, the assembly of several pieces of roadway to the roadway system is made possible automatically and without any consideration, which makes the use of the roadway system accessible even to inexperienced persons, in particular small children.
  • FIG. 1 shows a square grid 1 with a grid module M, the module M having the unit size, that is to say the side length of each square of the grid 1 has the unit value one.
  • Circular arcs 2 are drawn into this grid, the radii of which start from a centrom Z0 lying in the corner of a square.
  • three different angular ranges for circular arc pieces of 22.5 °, 30 ° and 45 ° are indicated in FIG. 1 by correspondingly inclined straight lines 3, which also start from the center Z0.
  • Symmetry points of the square grid 1 are corner points, center points or bisecting points of the squares of the grid.
  • these lane sections must be designed so that at least their two ends, defined by a center line of each lane section, geometrically coincide with a point of symmetry of one of the squares of grid 1. Since such a covering with arc-shaped road sections and a square 1 is to be shown below with reference to FIG. 1 how large the deviations from the desired geometric coverage are as a function of the size (radius and angular range) of the circular arc pieces.
  • FIG. 2 This figure relates to cases I to IV of FIG. 1, the case V being omitted on the one hand for reasons of clarity and on the other hand because it is based on an already considerable circular arc radius of 5.5 m.
  • FIG. 2 shows, on a larger scale, again the square grid 1 with the grid module M, which is referred to below as the roadway module. Furthermore, FIG. 2 contains the straight line 3 starting from the grid center Z0, which is inclined at 45 ° and therefore diagonally, and the circular arcs RI to RIV which are decisive for the four cases I to IV in FIG. 1.
  • the points of intersection of the straight line 3 with this circular arc are again denoted by rings, while the points of symmetry of the grid 1, with which reference points located at the ends of the carriageway sections are intended to cover, are shown with full points.
  • each piece of roadway 4 according to the invention consists of a circularly curved section 8 and a straight section 9, which is shown hatched.
  • the circular section 8 of each track section 4 is determined by the following definition of its center.
  • a tangent condition must be fulfilled by in the present case of a lane section extending over an angular range of 45 °, the tangent to the lane section or its center line in one end point of the lane section must be parallel or perpendicular to the grid 1 and in the other end point of the lane section in the diagonal direction of the grid 1, so that further lane sections fit get connected.
  • the geometrical location for the fulfillment of the above-mentioned tangent condition is the bisector of the two tangents placed in an end point 6 or 7 of the lane section 4. These tangents are designated T in FIG. 2 for case I. In FIG. 2, the respective bisector WI to WIV of these tangents are also shown for all cases I to IV.
  • each lane section 4 results from the intersection of the relevant bisector with one of the radii delimiting the angular range of the lane section, that is to say with reference to FIG. 2, from the intersection of the respective bisector WI to WIV with the straight line 3 or horizontal radial line 3 ′.
  • each lane section consists of a curved and a straight section and therefore one end of the lane section is the end of its curved section, which consequently coincides with one of the limiting radii mentioned.
  • intersection points which define the centers of the arcuate sections 8 of the lane sections 4, are denoted by ZI to ZIV.
  • Decisive for these intersections is the fact that virtual intersections of the bisector WI to WIV with extensions of the straight line 3 and the radial line 3 'beyond the center Z0 are no solutions, since in any case the corrected radius from the specified center ZI to ZIV to End point 6 or 7 of the lane section 4 must be smaller than the uncorrected radius of the original circular arcs RI to RIV.
  • the bisector WI and WIII of the lane sections 4 of the cases I and III intersect the straight line 3 in the centers ZI and ZIII, while the bisector WII and WIV of the lane sections 4 of the cases II and IV intersect the radial line 3 'in the centers ZII and ZII, respectively. ZIV cut.
  • each arcuate section 8 of the lane sections 4 is also fixed, since each circularly curved section 8 extends over an angular range of 45 ° around its center ZI to ZIV.
  • each arcuate section 8 is supplemented at that end by a straight section 9, which is opposite to the other end coinciding with the radius containing the center in question.
  • the straight section 9 extends here to the other radius and has a length that is equal to the vertical distance of the center in question from this other radius.
  • Fig. 2 the resulting straight sections 9 of the road sections 4 for cases I to IV are shown hatched. From this it can be seen in particular that when the intersection of the relevant original arc RI ... RIV with the center ZO with the 45 ° straight line 3 comes to lie radially inward from the next point of symmetry of the grid 1, the straight section 9 is on the Side of the horizontal radial line 3 'is located, and vice versa. It can also be seen that the greater the deviation from the geometric coverage, the greater the length of the straight section 9. As explained below, this circumstance can be a criterion for the selection of a specific design of the lane section for a lane system.
  • FIG. 3 again shows the square grid 1 with the roadway module M corresponding to FIG. 2.
  • the curved lane section 4, which has the lane width 5, corresponds to that of case I in FIG. 2, which is explained here for example.
  • Z0 in turn denotes the center of the original circular arc RI of FIG. 2, not shown in FIG. 3.
  • the track section 4 has a first end point 6 with respect to a center line 10, which is at a distance of 3.5 M from the center Z0 on the radial line 3 ', that is to say in a point of symmetry of the grid 1.
  • the other end point 7 of the track section 4 lies in the center of a square of the grid 1 on the diagonal straight line 3. Furthermore, in FIG the two tangents T to the center line 10 in the end points 6 and 7 are shown. Its bisector WI intersects, as already explained with reference to FIG. 2, the straight line 3 at point ZI, which forms the center of the arcuate section 8 of the road section 4.
  • x also denotes the distances of the end point 7 from the center ZI measured in the directions of the grid 1.
  • the size of the roadway module M can be determined by the component system for toy building models in which a roadway system of the present type is to be built.
  • Such a roadway module is in a component system, for example, by the modular assignment of streets, groups of houses and the like on the Base area determined. It follows that for curved track sections 4 according to FIG.
  • the corrected radius y of the arcuate section 8, based on its center line 10 has a length of 218.5 mm, and that the displacements z and z 'of the center ZI of the arcuate section 8 or the length of the straight section 9 have a value of 5.5 mm.
  • values y and z or z ′ can also be determined for other cases, in particular cases II to IV according to FIG. 2.
  • This dimensionless ratio is a useful indicator for the section of road in question by indicating what percentage the straight section has with respect to the arcuate section.
  • This ratio number is therefore a measure of the relative deviation of an impossible geometrical coverage of the intersection of the arc in question with the 45 ° straight line and the assigned point of symmetry of the lane grid for the reference point at one end of the lane section, cf. Fig. 1. With a complete, but not possible geometric coverage, this ratio would be zero.
  • curved road sections according to Case I offer the most advantages.
  • the following description of embodiments of curved lane sections is therefore restricted to lane sections of the configuration according to Case I in FIG. 2, but without the present invention being restricted to this case.
  • Fig. 4 are in the lane grid 1 with the lane module M all possible curved lane pieces in this grid according to Case I and all straight lane pieces, in each case positions rotated by 45 °.
  • the curved road sections shown do not require any further explanation following the preceding description.
  • the straight lane sections shown have a length which, according to the invention, is in a fixed relationship to the lane module M of the lane grid 1.
  • all straight lane sections that are parallel to the lane grid 1 have a length of 3 M, and those straight lane sections that lie diagonally to the lane grid 1 have a length of 2 ⁇ 2. M.
  • other factors k can also be used for the lengths of the straight lane sections, insofar as this fulfills the condition that reference points at the ends of the lane sections come to coincide with points of symmetry of the lane grid 1.
  • the factor k can accordingly have the values 0.5-1-1.5-2-2.5, etc., so that the reference point previously defined for the curved road sections in the layers according to FIG. 4 is always in a point bisecting point, a center point or a corner point of a square of the lane grid 1 comes to lie.
  • coding elements 11, 13 and 12, 14 are indicated schematically at the ends of all straight and curved road sections.
  • the purpose of these coding elements is to ensure that a specific lane section of the type according to the invention can only be connected to a lane section of this type if, owing to the design of the further lane section, the correspondence of the defined reference point at the end of the first-mentioned lane section with a point of symmetry of the lane grid 1 is continued by the further lane section.
  • the curved lane sections can be divided into two groups of different designs, namely right and left lane sections, and that this also applies to straight lane sections, namely whether they are intended for grid-parallel or grid-diagonal laying.
  • a carriageway installation of the type according to the invention insofar as it is built up in a single plane, will basically comprise four different groups of carriageway sections, half of which relate to the curved and one straight carriageway sections.
  • the coding elements consist of projections 11, 12 arranged at each end of the road sections and depressions 13, 14 corresponding to these projections. Any two road sections of Fig. 4 can therefore only be connected to one another if the desired one Composing the projecting coding element 11, 12 of the one lane section opposite the recessed coding element 13, 14 of the other lane section in order to bring these mutually corresponding coding elements into mutual engagement. If this is not possible because a protruding coding element 11, 12 of one lane section is opposite a likewise protruding coding element 11, 12 of the other lane section, the user merely has to select the other of the two different and differently encoded lane sections of the same group of curved or straight lane sections and add. So the structure is a roadway system according to the invention possible without any training, knowledge or experience.
  • FIG. 5 shows a straight lane section arranged parallel to the lane grid
  • FIG. 6 shows a straight lane section arranged diagonally to the lane grid.
  • FIG. 11 shows a curved lane piece running to the right
  • FIG. 12 shows a curved lane piece that runs to the left.
  • FIG. 13 shows a composition of the two curved lane sections from FIGS. 11 and 12 in the form of an arch switch, the axis of symmetry of which lies parallel to the lane grid.
  • Fig. 14 shows the same crossover, but the axis of symmetry is diagonal.
  • 15 to 18 show compositions of a straight and a curved track section in the form of left turnouts (FIGS. 15, 17) and right turnouts (FIGS. 16, 18).
  • the straight lane section lies parallel to the lane grid, while in the embodiments of FIGS. 17 and 18 it lies diagonally to the lane grid.
  • FIGS. 19 to 24 Compilations of a straight lane section and two curved lane sections are shown in FIGS. 19 to 24.
  • 19 and 20 each show a double switch, in which the straight track section is parallel to the lane grid or diagonally to the lane grid.
  • the branches each consist of a lane section bent to the right and to the left.
  • FIGS. 21 to 24 show designs of composite switch assemblies which, in addition to the passage over a straight section of the carriageway, permit branching to the right (FIGS. 21, 24) or to the left (FIGS. 22, 23).
  • the straight lane section lies parallel to the lane grid, while in FIGS. 23 and 24 it lies diagonally to it.
  • FIGS. 25 and 26 show two 45 ° crossovers with branches to the right and to the left.
  • the curved lane sections are each designed in accordance with the case I in FIG. 2 and in accordance with FIG. 3, or with the opposite direction of curvature. Furthermore, in all of the roadway examples in FIGS. 5 to 26, the two ends of the respective straight and curved roadway sections are provided with coding means (not shown) in an arrangement as shown in FIG. 4.
  • FIGS. 27, 28 and 29 Practical exemplary embodiments of the coding means provided at the ends of the road sections are explained below with reference to FIGS. 27, 28 and 29.
  • the end regions of two road sections 15 and 16 are shown, which are to be strung together on their end faces.
  • the end faces of the two road sections 15 and 16 are each provided with a projection 17 and 18 and a recess 19 and 20, respectively.
  • the projections 17, 18 and the depressions 19, 20 are designed such that when the two carriageway sections 15 and 16 are pushed together, a projection 17, 18 engages in the opposite depression 20, 19.
  • the embodiment of FIG. 28 differs from that of FIG. 27 in that the projections and depressions lie on the lateral edges of the end faces, while in FIG. 27 they are provided on the inside of the end faces with respect to the lateral edges.
  • the projections and depressions shown in FIGS. 27 and 28 of course have no holding action, that is to say that the two track sections 15 and 16 cannot be coupled mechanically firmly, but releasably, by means of the projections and depression.
  • the mechanical fixation of the carriageway sections takes place rather in that they are plugged onto a base plate provided with coupling elements, for example coupling pins, and / or are detachably connected to one another by means of small-area coupling elements, for example plates or the like provided with coupling pins.
  • projections 21, 22 and corresponding depressions 23, 24 are designed in the manner of a dovetail, so that the two track sections 15, 16 can be coupled from above or below by inserting the projections 21, 22 into the corresponding depressions 24, 23 and thereby be held in their longitudinal direction.
  • Coding of different road sections that are not intended to be connected by means of the coding elements designed as projections and depressions takes place in that the projections and correspondingly the depressions are provided at different locations along the end faces of the road sections.
  • the projections 17, 21 arranged on one edge are moved to the other edge, so that a second coding is achieved which is the same as the first coding of the lane sections 16 of FIG. 27 until 29 is no longer compatible.
  • Such lane sections cannot then be placed next to each other.
  • a third type of coding can be achieved by providing the end face of one lane section with two projections and the end surface of the other lane section provided for connection to this lane section with two corresponding depressions.
  • Roadway sections provided with such coding elements can only be combined with roadway sections of the same type.
  • coding elements at the ends of the road sections are conceivable, for example purely optical markings, magnetic coding means etc.
  • the coding elements described or similar with reference to FIGS. 27 to 29 have the advantage that, on the one hand, they each do not conform to the intended purpose Prevent connection of lane sections and, on the other hand, do not require any additional elements, but can be molded directly onto the ends of the lane.
  • a straight piece of road 25 is shown in a side view (partly in section), in a top view and in a bottom view.
  • the road section 25 is intended to be laid parallel to the grid of a base area.
  • a section of the roadway in the form of a flat bar is shown here and in the following figures.
  • the track section 25 has on its upper side a smooth track 26 for the wheels of a vehicle and a central rib 27 as a guide element for the vehicle.
  • the underside of the track section 25 is essentially hollow and provided with reinforcing ribs 28.
  • the lane section 25 has on its underside mating coupling elements, which in a manner known per se consist of transverse walls 30 and hollow pins 31, around cylindrical coupling pins, which are arranged on a base plate in a grid with the building module m, when the lane piece is attached to record on this base plate in the spaces between the transverse walls 30 and the hollow pin 31.
  • a mating coupling element 29 with the same function is also provided in the middle.
  • the two end faces of the track section 25 are each provided with a dovetail-like projection 32 and, symmetrically thereto, with a corresponding recess 33, as is already shown in FIG. 29. It can be seen that the projection 32 is provided on the right of the center or the recess 33 on the left of the center in view of both end surfaces.
  • the track section 25 is preferably made in one piece from plastic.
  • the lane section 36 is in itself of the same design as the straight lane section 25 of FIGS. 30 to 32. However, it has two essential differences in that its length corresponding to the predefined diagonal position contains the factor ⁇ 2 compared to the length of the lane section 25 not shown in the figures), and in that its projections and depressions are arranged differently on the end faces. In the view of both end faces, a projection 34 is provided on the left of the lane section 36 or a recess 35 on the right of the center. Thus, the diagonal track section 36 cannot be connected to a parallel track section 25.
  • a lane section 40 bent to the left as shown in FIG. 37.
  • a direct connection between two curved road sections If the curved carriageway is supplemented into a quarter circle, then a carriageway section 37 (FIG. 35) is connected to a carriageway section 40 (FIG. 37), since the respective one End with the straight section 9 must be parallel to the grid of the base.
  • the coding with the projections and depressions also offers no other connection option for forming a quarter circle. If, however, an S curve is to be formed, two lane sections 37 and 40 (FIGS. 35, 37) must be lined up for the same reason, which connection option is the only one that permits the coding described.
  • Suitable lane sections are shown in FIGS. 38 to 43, while in FIG. 44 a built-up ramp is shown with the aforementioned lane sections.
  • the section 41 of the roadway shown in FIGS. 38 and 39 is intended to form the transition from a horizontally laid section of the roadway to the inclined position of a roadway ramp.
  • the track section 41 therefore has at its one end 42 a horizontal track which has an upward curvature up to its other end 43. In its longitudinal direction, however, the track section 41 is straight, cf. the top view of FIG. 39.
  • the track section 41 also has a hollow underside, which is provided at the ends 42 and 43 and in the middle with the transverse walls 30 and the hollow pin 31, around the track section at the end 42 on a base plate provided with corresponding coupling pins and at the end 43 and in the middle to be able to attach to pillars, which are also provided with corresponding coupling pins.
  • the length of the lane section 41 is such that it corresponds to the modules M of the lane grid, that is, the length of the lane section 41 projected onto the horizontal (FIG. 39) is a multiple of the lane module M.
  • the ends 42 and 43 of the track section 41 are of course also provided with coding means of the type described with reference to FIGS. 30 to 37.
  • One end 42 for horizontal and parallel to the lane grid connection to another straight or curved lane section accordingly has the same and arranged coding means, namely a projection 32 and a recess 33, such as the straight track section 25 of FIG. 31 or the curved track sections 37 and 40 of FIGS. 35 and 37 respectively.
  • a special lane section must be connected, which either continues the ramp in a straight and flat manner or forms a transition to the horizontal at a higher level. Consequently, for the compulsory assignment of such special lane sections, the end 43 is provided on its end face with a third type of coding, which consists of two depressions 44, so that this end cannot be connected to any of the lane sections previously described.
  • coding means 45 are formed accordingly at the ends 46 and 47 of the lane section: the end 46 is provided on its end face with two projections 48 for engaging in the two depressions 44 of the lane section 41, while the other, horizontal end 47 in turn has a projection 32 and has a recess 33 for connecting a track section 25, 37 or 40 according to FIGS. 31, 35 or 37.
  • This straight and level piece of roadway is therefore provided at one end with two projections 48 and at its other end with two depressions 44 in order to be connected to the roadway section 41 (FIGS. 38, 39) or to the roadway section 45 (FIG. 40 , 41) or to an identical ramp section 49.
  • FIG. 44 is composed of a lane section 41 (FIGS. 38, 39), a lane section 49 (FIGS. 42, 43) and a lane section 45 (FIGS. 40, 41).
  • the horizontal end 42 of the track section 41 and pillars 50 for supporting the track sections 41, 49, 45 are plugged onto a base plate 51.
  • the roadway through roadway sections 25, 37 and 40 of the type described above (FIGS. 30 to 32 and 35 to 37) in any way and using appropriate pillars, as well as by means of another 44 descending ramp according to FIG. 44 by attaching a lane section 45 (FIGS. 40, 41) or by means of a further ascending ramp by attaching a lane section 41 (FIGS. 38, 39).
  • curved ramp road sections are also possible, preferably those with an angular range of 90 °.

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  • Toys (AREA)
  • Road Signs Or Road Markings (AREA)
  • Confectionery (AREA)
  • Agricultural Chemicals And Associated Chemicals (AREA)
EP87810094A 1986-02-27 1987-02-16 Fahrbahnanlage für Spielfahrzeuge Expired - Lifetime EP0235086B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87810094T ATE90220T1 (de) 1986-02-27 1987-02-16 Fahrbahnanlage fuer spielfahrzeuge.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH798/86 1986-02-27
CH79886 1986-02-27

Publications (2)

Publication Number Publication Date
EP0235086A1 EP0235086A1 (de) 1987-09-02
EP0235086B1 true EP0235086B1 (de) 1993-06-09

Family

ID=4195428

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87810094A Expired - Lifetime EP0235086B1 (de) 1986-02-27 1987-02-16 Fahrbahnanlage für Spielfahrzeuge

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US (1) US4726515A (es)
EP (1) EP0235086B1 (es)
JP (1) JP2608280B2 (es)
KR (1) KR950010509B1 (es)
CN (1) CN1028073C (es)
AR (1) AR241219A1 (es)
AT (1) ATE90220T1 (es)
AU (1) AU597332B2 (es)
BG (1) BG47944A3 (es)
BR (1) BR8700923A (es)
CA (1) CA1272882A (es)
CS (1) CS264142B2 (es)
DD (1) DD260225A5 (es)
DE (1) DE3786092D1 (es)
DK (1) DK168104B1 (es)
DZ (1) DZ1050A1 (es)
EG (1) EG18086A (es)
ES (1) ES2040759T3 (es)
FI (1) FI90497C (es)
HU (1) HU199310B (es)
IE (1) IE61083B1 (es)
IL (1) IL81553A (es)
IN (1) IN167683B (es)
MA (1) MA20882A1 (es)
MX (1) MX168301B (es)
MY (1) MY100755A (es)
NO (1) NO169576C (es)
NZ (1) NZ219240A (es)
PL (1) PL154326B1 (es)
PT (1) PT84381B (es)
SU (1) SU1604145A3 (es)
TN (1) TNSN87027A1 (es)
ZA (1) ZA871037B (es)

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US5868076A (en) * 1996-02-28 1999-02-09 Myus; David Allan Slotless electric track for vehicles
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US6129605A (en) * 1997-09-24 2000-10-10 Parvia Corporation Modular base units for a toy building set
US5924905A (en) * 1997-09-24 1999-07-20 Parvia Corporation Modular terrain for a toy building set
US5947787A (en) * 1997-09-24 1999-09-07 Parvia Corporation Modular lattice substructure for a toy building set
US5993283A (en) * 1997-09-30 1999-11-30 Parvia Corporation Modular buildings for a toy building set
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BR8700923A (pt) 1987-12-22
US4726515A (en) 1988-02-23
NO870797D0 (no) 1987-02-26
JP2608280B2 (ja) 1997-05-07
IE870458L (en) 1987-08-27
HUT42963A (en) 1987-09-28
AU597332B2 (en) 1990-05-31
CS111087A2 (en) 1988-09-16
IL81553A (en) 1991-04-15
SU1604145A3 (ru) 1990-10-30
DE3786092D1 (de) 1993-07-15
NZ219240A (en) 1988-04-29
NO169576B (no) 1992-04-06
ES2040759T3 (es) 1993-11-01
FI870840A (fi) 1987-08-28
JPS62207487A (ja) 1987-09-11
AU6873687A (en) 1987-09-03
CA1272882A (en) 1990-08-21
HU199310B (en) 1990-02-28
CS264142B2 (en) 1989-06-13
PL154326B1 (en) 1991-08-30
MY100755A (en) 1991-02-14
FI870840A0 (fi) 1987-02-26
NO169576C (no) 1992-07-15
KR870007714A (ko) 1987-09-21
ZA871037B (en) 1987-09-30
KR950010509B1 (ko) 1995-09-19
DZ1050A1 (fr) 2004-09-13
PT84381A (en) 1987-03-01
DK98887D0 (da) 1987-02-26
AR241219A1 (es) 1992-02-28
PT84381B (pt) 1989-07-31
IE61083B1 (en) 1994-09-21
MX168301B (es) 1993-05-17
EG18086A (en) 1992-08-30
EP0235086A1 (de) 1987-09-02
CN87101624A (zh) 1987-09-09
ATE90220T1 (de) 1993-06-15
MA20882A1 (fr) 1987-10-01
IN167683B (es) 1990-12-08
IL81553A0 (en) 1987-09-16
DK98887A (da) 1988-08-27
TNSN87027A1 (fr) 1990-01-01
NO870797L (no) 1987-08-28
DK168104B1 (da) 1994-02-14
CN1028073C (zh) 1995-04-05
FI90497C (fi) 1994-02-25
DD260225A5 (de) 1988-09-21
BG47944A3 (en) 1990-10-15
PL264302A1 (en) 1988-04-28
FI90497B (fi) 1993-11-15

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