EP0420882B1 - Rail pour vehicules sur rails - Google Patents

Rail pour vehicules sur rails Download PDF

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Publication number
EP0420882B1
EP0420882B1 EP89906759A EP89906759A EP0420882B1 EP 0420882 B1 EP0420882 B1 EP 0420882B1 EP 89906759 A EP89906759 A EP 89906759A EP 89906759 A EP89906759 A EP 89906759A EP 0420882 B1 EP0420882 B1 EP 0420882B1
Authority
EP
European Patent Office
Prior art keywords
rail
boundary surfaces
vertical
angle
frame
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
EP89906759A
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German (de)
English (en)
Other versions
EP0420882A1 (fr
EP0420882B2 (fr
Inventor
Elisabeth Ortwein
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.)
ThyssenKrupp GfT Gleistechnik GmbH
Original Assignee
Individual
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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Application filed by Individual filed Critical Individual
Priority to AT89906759T priority Critical patent/ATE97180T1/de
Publication of EP0420882A1 publication Critical patent/EP0420882A1/fr
Publication of EP0420882B1 publication Critical patent/EP0420882B1/fr
Application granted granted Critical
Publication of EP0420882B2 publication Critical patent/EP0420882B2/fr
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/62—Rail fastenings incorporating resilient supports
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair
    • E01B9/685—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape
    • E01B9/686—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape with textured surface
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/11—Embedded tracks, using prefab elements or injecting or pouring a curable material

Definitions

  • the invention relates to an elastically mounted rail for rail vehicles, which is supported with the lateral boundary surfaces of the rail web via elastic intermediate layers against the inner lateral boundary surfaces of a frame, the boundary surfaces tapering downward in a straight line.
  • a better sound insulation is achieved with another known rail, in which a region tapering downwards in a straight line is provided in the region of the rail web, with which the rail is supported against a frame via elastic intermediate layers, the inner lateral boundary surfaces of which also run in a straight line (DE- OS 35 40 128).
  • this rail both the lateral boundary surfaces of the rail web and the inner lateral boundary surfaces of the frame each form only an angle with the vertical. This enables a largely correct setting of the characteristic.
  • the invention has for its object to improve the rail mentioned in such a way that it allows an optimal setting of the characteristic curve for each application and is therefore still superior to the aforementioned known rail.
  • each elastic intermediate layer between the rail and the frame is biased such that it has a spring constant between 2 KN / mm and 8 KN / mm, preferably 3.5 KN / mm based on 1 m rail length .
  • the elastic intermediate layers can absorb forces due to deformation work and release them again when the load is released. This not only increases driving comfort, but primarily results in considerable sound absorption.
  • each elastic intermediate layer is provided with recesses.
  • the spring travel can be designed as desired via the possible deflection travel of the rail and can thus be adapted to all requirements.
  • the recesses are arranged within the elastic intermediate layer.
  • the recesses are expediently dimensioned such that when the normal loading of the rail is reached, the deflection of the rail is between 1 mm and 15 mm, preferably about 6 mm. This deflection is sufficiently large to achieve the desired sound absorption and still requires very little space.
  • the recesses essentially have the shape of a rectangle which extends in the direction of the lateral boundary surfaces of the rail web, and in that the The width of the rectangle is such that it assumes the value zero when the rail is under normal load.
  • At least two recesses are provided in each elastic intermediate layer.
  • the elastic intermediate layers are connected to one another by a connecting piece enclosing the rail base with similar properties to the elastic intermediate layers, a free space being provided between the rail base and the connecting piece or between the connecting piece and the bottom of the frame, the height of which Deflection of the rail when normal load is reached.
  • the connecting piece can consist of the same material as the elastic intermediate layers.
  • the connecting piece To round off the kink in the characteristic curve that occurs when the normal load on the rail is exceeded, the connecting piece must be On is provided sets that extend over the entire height of the free space below the rail foot.
  • a certain lateral movement is made possible for the rail foot in that the connecting piece is provided with cutouts on its side facing away from the rail foot.
  • a preferred embodiment of the invention is that the inner lateral boundary surfaces of the frame taper straight down and form an angle with the vertical, which is between 5 ° and 30 °, and that the lateral boundary surfaces of the rail web are bent such that the the upper section of the boundary surfaces with the perpendicular forms an angle between 0 ° and 10 ° and the lower section of the boundary surfaces forms an angle between 15 ° and 30 ° with the vertical, the two sections of the lateral boundary surfaces of the rail web running in a straight line.
  • a further advantageous embodiment of the invention consists in that the lateral boundary surfaces of the rail web have a section which tapers downwards in a straight line and forms an angle with the vertical which is between 0 ° and 30 °, and in that the inner lateral boundary surfaces of the frame are bent that the upper portion of the boundary surfaces with the vertical forms an angle between 15 ° and 40 ° and the lower section of the boundary surfaces with the vertical forms an angle between 0 ° and 10 °.
  • angles are expediently chosen such that the angle which the upper section of the boundary surfaces of the rail web forms with the vertical is approximately 3 °, the angle which the lower section of the rail web forms with the vertical is approximately 20 °, and that the angle which the inner lateral boundary surfaces of the frame form with the vertical is approximately 15 °; or that the angle that the upper section of the inner boundary surfaces of the frame forms with the vertical is approximately 20 °, that the angle that the lower section of the frame forms with the vertical is approximately 3 °, and that the angle, which form the lateral boundary surfaces of the rail web with the vertical, is about 18 °.
  • the elastic intermediate layer extends to the web of the standardized rail.
  • the penetration of water between the rail and the frame is prevented by the fact that the elastic intermediate layer is provided on both sides with approximately triangular projections.
  • a standardized rail is also possible in a further embodiment of the invention, in which a molded part is attached to both sides of the web of a standardized rail, the boundary surface of which faces away from the rail web assumes the function of a lateral boundary surface of the rail web.
  • the molded part is held according to a further feature of the invention by two lugs provided on the elastic intermediate layer.
  • the elastic intermediate layer is held on the frame by an extension that overlaps the upper edge of the frame. It also greatly improves the electrical insulation between the rail and the frame.
  • a further feature of the invention is that, in the case of a prestressed elastic intermediate layer, the distance between the upper boundary surface of the rail foot and the boundary surface of the frame lying opposite it and running approximately parallel thereto is at least 5 mm.
  • the rail 1 is supported with the lateral boundary surfaces 2 of the rail web located below the rail head 3 via elastic intermediate layers 4 against the inner lateral boundary surfaces 5 of the frame 6.
  • Recesses 7 are provided within each elastic intermediate layer 4, which have approximately the shape of a rectangle. This rectangle extends in the direction of the lateral boundary surfaces 2 of the rail web.
  • the width B of the rectangular recesses 7, which decreases when the rail 1 is loaded, is dimensioned such that it assumes the value zero at the normal load N (see FIG. 4) indicated by an arrow.
  • the elastic intermediate layers 4 are connected to one another by a connecting piece 9 enclosing the rail foot 8.
  • a free space 11 is provided below the rail foot 8. This free space 11 can, as shown in Fig. 1, be provided between the rail base 8 and the connector 9, or, as shown in Fig. 2, between the connector 9 and the bottom 10 of the frame 6.
  • the connector 9 can be Approaches 13 are provided, which extend over the entire height of the free space 11.
  • the inner lateral boundary surfaces 5 of the frame 6 run rectilinearly and therefore form only an angle W6 with the vertical S, while the lateral boundary surfaces 2 of the rail web are bent in such a way that their upper region 2.0 forms an angle W1.0 with the vertical S and its lower one Area 2.U forms an angle W1.U with the vertical S.
  • the lateral boundary surfaces of the rail web run rectilinearly and therefore only form an angle W1 with the vertical S, while the inner lateral boundary surfaces 5 of the frame 6 are bent in such a way that their upper region 5.0 corresponds to the Vertical S forms an angle W6.0 and its lower area 5.U forms an angle W6.U with vertical S.
  • a free space 11 is provided below the rail foot 8.
  • the height H of the free space 11 corresponds to the deflection E of the rail 1 at the normal load N (see FIG. 4), so that the height H of the free space 11 at the normal load N assumes the value zero.
  • the connecting piece 9 is provided with cutouts 12 on the side of the rail foot 8, on the side facing away from the rail foot 8 (cf. FIG. 3).
  • Fig. 5 shows the left half of an elastic intermediate layer 4 in the untensioned state.
  • the elastic intermediate layer 4 On its side facing away from the rail 1, the elastic intermediate layer 4 is provided with approximately rectangular projections 14, which serve to preload the elastic intermediate layer 4 after it has been installed. Furthermore, the elastic intermediate layer 4 has in its upper region approximately triangular projections 15 on both sides, which prevent the ingress of water between the rail and the frame.
  • a molded part 17 is attached to the web 16 of a standardized rail 1A on both sides.
  • the boundary surface 2A of the molded part 17 facing away from the web 16 of the rail 1A assumes the function of a lateral boundary surface of the web of the rail 1A.
  • the molded part 17 is held by a lower nose 18 provided on the elastic intermediate layer 4A and an upper nose 19 which is located at the end of an extension 20 of the elastic intermediate layer 4A which overlaps the molded part 17.
  • the elastic intermediate layer 4A is held by a projection 21 which overlaps the upper edge of the frame 6A.
  • the molded part 17 is provided on its boundary surface 2A facing away from the web 16 of the rail 1A with approximately triangular projections 24 which move the molded part 17 relative to the elastic one Prevent intermediate layer 4A.
  • the exemplary embodiment shown in FIG. 7 also has a standardized rail 1A.
  • the elastic intermediate layer 4B extends to the web of the standardized rail 1A.
  • a distance A is provided between the upper boundary surface 8.0 of the rail foot and the boundary surface 6.U of the frame 6 which runs approximately parallel thereto and runs parallel thereto.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)
  • Body Structure For Vehicles (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Seats For Vehicles (AREA)

Abstract

Un rail (1) élastiquement monté pour véhicules sur rails comprend des surfaces latérales de délimitation (2) situées au-dessous du champignon de rail (3) qui s'appuient contre les surfaces latérales internes de délimitation (5) d'un cadre (6). Dans la zone de support, les surfaces latérales de délimitation (2) du rail (1) et/ou les surfaces latérales internes de délimitation (5) du cadre (6) sont subdivisées en deux sections: une section supérieure et une section inférieure qui rétrécissent vers le bas. Dans la section supérieure, les surfaces latérales de délimitation (2.0) du rail (1) forment un angle (W1.0) compris entre 0° et 10° par rapport à la verticale (S). Dans la section inférieure, les surfaces latérales de délimitation (2.U) du rail (1) forment un angle (W1.U) compris entre 15° et 30° par rapport à la verticale (S) alors que les surfaces latérales internes de délimitation (5) du cadre (6) forment un angle (W6) compris entre 5° et 30° par rapport à la verticale (S).

Claims (20)

1. Rail (1) maintenu élastiquement pour véhicules ferroviaires, qui s'appuie par les surfaces limites latérales (2) de l'âme du rail, par l'intermédiaire d'appuis intermédiaires élastiques (4), contre les surfaces limites latérales intérieures (5) d'un cadre (6), les surfaces limites (2, 5) se rétrécissant en ligne droite vers le bas, caractérisé en ce que chaque appui intermédiaire élastique (4) situé entre le rail (1) et le cadre (6) est précontraint de telle sorte qu'il présente une constante de ressort valant entre 2 kN/mm et 8 kN/mm, et de préférence 3,5 kN/mm, pour 1 m de longueur de rail.
2. Rail selon la revendication 1, caractérisé en ce que chaque appui intermédiaire élastique (4) est doté d'évidements (7).
3. Rail selon la revendication 2, caractérisé en ce que les évidements (7) sont disposés à l'intérieur de l'appui intermédiaire élastique (4).
4. Rail selon la revendication 2 ou 3, caractérisé en ce que les dimensions des évidements (7) sont choisies de telle sorte que, lorsque l'on atteint une charge normale (N) du rail (1), la déformation élastique (E) du rail (1) vaut entre 1 mm et 15 mm.
5. Rail selon la revendication 2, caractérisé en ce que les dimensions des évidements (7) sont choisies de telle sorte que, lorsque l'on atteint une charge normale (N) du rail (1), la déformation élastique (E) vaut environ 6 mm.
6. Rail selon la revendication 5, caractérisé en ce que les évidements (7) présentent en substance la forme d'un rectangle qui s'étend suivant la direction des surfaces limites latérales (2) de l'âme du rail, et en ce que la largeur (B) du rectangle est choisie de telle sorte que, lorsque le rail (1) est placé sous une charge normale (N), elle prend la valeur zéro.
7. Rail selon l'une des revendications 1 à 6, caractérisé en ce que, dans chaque appui intermédiaire élastique (4), sont prévus au moins deux évidements (7).
8. Rail selon l'une des revendications 1 à 7, caractérisé en ce que les appuis intermédiaires élastiques (4) sont reliés l'un à l'autre par une pièce de liaison (9) entourant le pied du rail (8), dont les propriétés sont similaires à celles des appuis intermédiaires élastiques (4), tandis qu'entre le pied du rail (8) et la pièce de liaison (9), ou entre la pièce de liaison (9) et le fond (10) du cadre (6), il est prévu un espace libre (11) dont la hauteur (H) correspond à la déformation élastique (E) du rail (1) lorsque l'on atteint la charge normale (N).
9. Rail selon la revendication 8, caractérisé en ce que la pièce de liaison (9) est dotée d'appendices (13) qui s étendent sur toute la hauteur (H) de l'espace libre (11) situé en-dessous du pied du rail (8).
10. Rail selon la revendication 8, caractérisé en ce que la pièce de liaison (9) est dotée de découpes (12) sur sa face non tournée vers le pied du rail (8).
11. Rail selon l'une des revendications 1 à 10, caractérisé en ce que les surfaces limites latérales intérieures (5) du cadre (6) se rétrécissent en ligne droite vers le bas et forment avec la verticale (S) un angle (W6) qui vaut entre 5 ° et 30°, et en ce que les surfaces limites latérales de l'âme du rail forment un angle dièdre tel que la partie supérieure (2.0) des surfaces limites forme avec la verticale (S) un angle (W1.0) valant entre 0 et 10°, la partie inférieure (2.U) des surfaces limites formant avec la verticale (S) un angle (W1.U) valant entre 15 et 30°, les deux parties (2.0; 2.U) des surfaces limites latérales de l'âme du rail s'étendant en ligne droite.
12. Rail selon l'une des revendications 1 à 10, caractérisé en ce que les surfaces limites latérales (2) de l'âme du rail présentent une partie se rétrécissant en ligne droite vers le bas, et qui forme avec la verticale (S) un angle (W1) qui vaut entre 0 ° et 30° , et en ce que les surfaces limites latérales intérieures du cadre (6) forment un angle dièdre tel que la partie supérieure (5.0) des surfaces limites forme avec la verticale (S) un angle (W6.0) valant entre 15 et 40°, et la partie inférieure (5.U) des surfaces limites forme avec la verticale (S) un angle (W6.U) valant entre 0 ° et 10°.
13. Rail selon la revendication 11, caractérisé en ce que l'angle (W1.0) que forme avec la verticale (S) la partie supérieure (2.0) des surfaces limites de l'âme du rail vaut environ 3°, en ce que l'angle (W1.U) que forme avec la verticale (S) la partie inférieure (2.U) de l'âme du rail vaut environ 20°, et en ce que l'angle (W6) que forment avec la verticale (S) les surfaces limites latérales intérieures (5) du cadre (6) vaut environ 15°.
14. Rail selon la revendication 12, caractérisé en ce que l'angle (W6.0) que forme avec la verticale (S) la partie supérieure (5.0) des surfaces limites du cadre (6) vaut environ 20 ° en ce que l'angle (W6.U) que forme avec la verticale (S) la partie inférieure (5.U) du cadre (6) vaut environ 3 et en ce que l'angle (W1) que forment avec la verticale (S) les surfaces limites latérales (2) de l'âme du rail vaut environ 18°.
15. Rail selon la revendication 12, caractérisé en ce que l'appui intermédiaire élastique (4.B) s'étend jusqu'à l'âme d'un rail normalisé (1.A).
16. Rail selon l'une des revendications 1 à 15, caractérisé en ce que l'appui intermédiaire élastique (4) est doté, des deux côtés de sa partie supérieure, de saillies (15) de forme sensiblement triangulaire.
17. Rail selon l'une des revendications 1 à 16, caractérisé en ce que, des deux côtés de l'âme (16) d'un rail normalisé (1.A) est insérée une pièce formée (17) dont la surface limite (2.A) non tournée vers l'âme du rail (16) joue le rôle d'une surface limite latérale pour l'âme du rail (16).
18. Rail selon la revendication 17, caractérisé en ce que la pièce formée (17) est maintenue par deux nez (18, 19) prévus sur l'appui intermédiaire élastique (4.A).
19. Rail selon l'une des revendications 1 à 18, caractérisé en ce que l'appui intermédiaire élastique (4.A) est maintenu contre le cadre (6.A) par un appendice (21) recouvrant le bord supérieure du cadre (6.A).
20. Rail selon l'une des revendications 1 à 19, caractérisé en ce que, dans un appui intermédiaire élastique (4.B) sous précontrainte, l'écartement (A) entre la surface limite supérieure (8.0) du pied du rail et la surface limite (6.U) du cadre (6) lui faisant face et s'étendant sensiblement parallèlement à celle-ci, vaut au moins 5 mm.
EP89906759A 1988-06-01 1989-05-30 Rail pour vehicules sur rails Expired - Lifetime EP0420882B2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89906759T ATE97180T1 (de) 1988-06-01 1989-05-30 Schiene fuer schienenfahrzeuge.

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE8807195U 1988-06-01
DE8807195U DE8807195U1 (de) 1988-06-01 1988-06-01 Schiene für Schienenfahrzeuge
PCT/EP1989/000607 WO1989012140A1 (fr) 1988-06-01 1989-05-30 Rail pour vehicules sur rails

Publications (3)

Publication Number Publication Date
EP0420882A1 EP0420882A1 (fr) 1991-04-10
EP0420882B1 true EP0420882B1 (fr) 1993-11-10
EP0420882B2 EP0420882B2 (fr) 1997-11-12

Family

ID=6824641

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89906759A Expired - Lifetime EP0420882B2 (fr) 1988-06-01 1989-05-30 Rail pour vehicules sur rails

Country Status (6)

Country Link
US (1) US5165598A (fr)
EP (1) EP0420882B2 (fr)
JP (1) JP2513879B2 (fr)
AU (1) AU3757089A (fr)
DE (2) DE8807195U1 (fr)
WO (1) WO1989012140A1 (fr)

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DE102013105090B4 (de) * 2013-05-17 2016-12-15 Rail.One Gmbh Betonschwelle und feste Fahrbahn
CN103343496B (zh) * 2013-07-10 2016-06-08 铁道第三勘察设计院集团有限公司 一种轨道吸振器
GB201702558D0 (en) * 2017-02-16 2017-04-05 Embedded Rail Tech Ltd Rail installation
CN113818290B (zh) * 2021-11-22 2022-01-28 成都中拓科技有限公司 连续支撑浮轨式扣件系统

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US3358927A (en) * 1966-05-03 1967-12-19 Gen Tire & Rubber Co Rail tie down assembly
US3525472A (en) * 1966-08-30 1970-08-25 Japan National Railway Vibration-suppressing composite rail for railways
US3387781A (en) * 1966-11-23 1968-06-11 Railroad Rubber Products Inc Rail anchor and rail seat construction
DE2000006A1 (de) * 1970-01-02 1971-07-08 Buescher Pebueso Beton Gleistragplatte
US3826423A (en) * 1970-02-10 1974-07-30 Clung R Mc Rail seat and support structure
US3945566A (en) * 1974-09-23 1976-03-23 New York City Transit Authority Spring rail plate fasteners for direct railroad track fixation
NL7701846A (en) * 1977-02-21 1977-06-30 James Walker & Co Nederland N Elastically:supported railway track - has supporting layers of cast hardened resin adhering to rails and rigid supports
DE3239685A1 (de) * 1982-10-27 1984-05-03 Clouth Gummiwerke AG, 5000 Köln Einrichtung zum lagern von schienen fuer schienenfahrzeuge
CA1194010A (fr) * 1984-07-27 1985-09-24 Owen G. Grant Garniture d'etancheite sur rails de passage a niveau
NL8502169A (nl) * 1985-07-31 1987-02-16 Edilon Bv Spoor, waarin spoorstaven via elastische steunlagen steun vinden tegen starre steunvlakken, en werkwijze voor het leggen van een dergelijk spoor.
NL8502313A (nl) * 1985-08-22 1987-03-16 Hollandsche Betongroep Nv Railbevestiging.
DE3540128A1 (de) * 1985-11-13 1987-05-14 Clouth Gummiwerke Ag Elastisch gelagerte schiene fuer schienenfahrzeuge
BE903871A (fr) * 1985-12-17 1986-04-16 Dynamit Du Batiment En Abrege Systeme de voie ferree antivibratoire.
US4793545A (en) * 1987-07-14 1988-12-27 Construction Polymers Company Embedded track assembly
DE8807195U1 (de) * 1988-06-01 1988-09-15 Trelleborg Gummiwerke GmbH, 2351 Wasbek Schiene für Schienenfahrzeuge

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0758418B1 (fr) * 1995-03-06 1998-05-27 Pandrol Limited Systeme pour fixer un rail

Also Published As

Publication number Publication date
WO1989012140A1 (fr) 1989-12-14
JPH03504626A (ja) 1991-10-09
DE8807195U1 (de) 1988-09-15
DE58906180D1 (de) 1993-12-16
AU3757089A (en) 1990-01-05
JP2513879B2 (ja) 1996-07-03
US5165598A (en) 1992-11-24
EP0420882A1 (fr) 1991-04-10
EP0420882B2 (fr) 1997-11-12

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