EP0720556B1 - Procede permettant de stabiliser transversalement des vehicules sur rails avec commande de caisse de wagon dependant de la courbure de la voie - Google Patents

Procede permettant de stabiliser transversalement des vehicules sur rails avec commande de caisse de wagon dependant de la courbure de la voie Download PDF

Info

Publication number
EP0720556B1
EP0720556B1 EP95924824A EP95924824A EP0720556B1 EP 0720556 B1 EP0720556 B1 EP 0720556B1 EP 95924824 A EP95924824 A EP 95924824A EP 95924824 A EP95924824 A EP 95924824A EP 0720556 B1 EP0720556 B1 EP 0720556B1
Authority
EP
European Patent Office
Prior art keywords
vehicle body
bogie
track
regulating circuit
curvature
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
EP95924824A
Other languages
German (de)
English (en)
Other versions
EP0720556A1 (fr
Inventor
Ferdinand Haberstock
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.)
Alstom Schienenfahrzeuge AG
Original Assignee
Fiat Sig Schienenfahrzeuge AG
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
Application filed by Fiat Sig Schienenfahrzeuge AG filed Critical Fiat Sig Schienenfahrzeuge AG
Publication of EP0720556A1 publication Critical patent/EP0720556A1/fr
Application granted granted Critical
Publication of EP0720556B1 publication Critical patent/EP0720556B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode

Definitions

  • the invention relates to a method according to the preamble of Claim 1.
  • Enabling bank tilt are common in technical language the expressions GSt (derived from “wagon control depending on the track curve") or NEITEC (from Neigetechnik).
  • GSt derived from “wagon control depending on the track curve”
  • NEITEC from Neigetechnik
  • Fig. 1 shows an arrangement in which on the left and right side wall of the car body one hydraulic cylinder each 1 is located in the body 2 on the one hand and on a cross member 3 of the bogie on the other hand is.
  • the car body can be tilted around a roll pole 4, the about 500-550 mm above the floor of the car body lies.
  • the kinematics of the tilt movement are essentially determined through the constructive design of the pendulum arrangement 5, via which the car body 2 is connected to the cross member 3 is.
  • the desired useful signal i.e. the one that occurs during bow travel Centrifugal acceleration, however, is still the acceleration spectrum superimposed on the above unavoidable jerky disturbing movements on the bogie is own.
  • FIG. 2 Another previously known system is outlined in FIG. 2.
  • the tilt kinematics are based on a pendulum arrangement 1 causes.
  • Servo-valve-controlled in turn serve as actuators Hydraulic cylinder 2 which, in contrast, for example 1 arranged below the car body 3 are.
  • the secondary suspension 4 which here consists of air bellows, is located between the upper weighing beam 5 of the Bogie 6 and the bottom of the car body 3. So that the disturbing movements excited by the bogie 6 in vertical and damped laterally.
  • Active cross suspension to center the car body on its central position in The longitudinal direction, as in the example in FIG. 1, is not here provided because the secondary suspension here when bowing is not subjected to as high lateral forces as with the Construction according to Fig. 1.
  • the invention has for its object in rail vehicles with track-dependent wagon body control Cross stabilization of the car body against e.g. by Track position error, driving over switches, curve entries and exits conditioned jerky cross interference from the bogie transmitted into the car body, primarily through an active stabilization process using the tilt drive to accomplish.
  • this new method is used the goal pursued, the cradle across stabilize the movements of the bogie inertially.
  • a control structure with which, for example, an active transverse stabilization of the car body can be achieved, is shown on the basis of the block diagram in FIG. 3.
  • the bogie 1 and cradle 3 are connected via the pendulum device 2 which determines the kinematics of the tilting system, between the cradle 3 and the car body 5 there is the secondary suspension 4.
  • the forces with which the car body 5 is positioned and held there in the angle of inclination desired when traveling on bends are applied by the actuating device 6, which is effective between the bogie 1 and the cradle 3.
  • either servo valve-controlled hydraulic cylinders or electromotive actuators individually or twice per bogie, can be used as the actuating device 6.
  • An acceleration transducer 7 which is usually attached to the front bogie of each wagon, measures the transverse acceleration which is not compensated for by track elevation and which is referred to in technical terms as a q .
  • the in the useful signal a q contained interference components (which are the so induced by track irregularities acceleration components) are filtered out by a low-pass 8, before the signal is further processed to the inclination angle command value ⁇ set, which then measured by comparison with the tilt angle actual value ⁇ is ( between bogie 1 and cradle 3 is supplied to the position controller 11 by a device 9) in the summing point 10.
  • the output of the position controller gives control commands to the Drive down until the desired angle of inclination is reached.
  • the position controller controls the conventional NEITEC systems 11 bypassing those framed in dashed lines in FIG. 3 Blocks directly on the actuator 6, in the known hydraulic drives, e.g. in that the position controller output signal a servo valve is supplied, which in turn the Power amplification and the oil flow for the or controls the actuating cylinder.
  • a summing point 12 is located at the entrance, in which the output of the position controller 11 with a Signal is compared that between the bogie 1 and Cradle 3 acting force is proportional.
  • the necessary for this Force measurement can be done using a commercially available, the basis of changes in length due to stretching and compression working sensor 13 which e.g. on the housing of the Actuating cylinder in a hydraulic drive or on the spindle housing can be attached to an electric drive, if necessary also on the mounting bracket of the actuator.
  • At hydraulic actuators can also be remembered instead of a length change measurement in the drive mechanism to make a pressure measurement on the actuating cylinder, since it is there measured pressure proportional to the force acting on the actuator is.
  • the holding force is constant when cornering (it is zero when driving straight ahead); then that is too Force control loop at rest.
  • the force sensor now reports one caused by jerky lateral acceleration on the bogie brief disturbance of the balance of forces in the drive mechanism, so is the balance in the summing point 12 disturbed, to which the force regulator 14 reacts so that he has the previous balance of power in the actuator seeks to maintain, i.e. the actuator holds the Cradle no longer rigidly rigid with respect to the bogie before, but he leaves the cradle according to the fault perform an evasive movement.
  • the lateral stabilization of the cradle, and thus also the body, which can be achieved with the aid of the force control circuit, can be further improved by additionally applying an acceleration signal 15 to the summing point 12, which is derived from the lateral disturbance Control loop. You can call it an acceleration control loop.
  • Another possibility is to feed the interference components contained in the a q signal of the accelerometer 7 into the summing point 12 as a so-called “disturbance variable input" (here the interference in the a q signal that is filtered out in all previously known versions of NEITEC systems are filtered out) specifically used to stabilize the car body).

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Claims (5)

  1. Procédé permettant de stabiliser transversalement un véhicule sur rails avec un système de commande de caisse de wagon dépendant de la courbure de la voie, contre des mouvements perturbateurs latéraux brusques pendant un trajet linéaire ou curviligne agissant sur le bogie et provenant d'erreurs de position de la voie, de la course par-dessus des aiguilles, des entrées et sorties de courbes ou d'autres irrégularités de la voie et agissant du bogie sur la caisse de wagon, caractérisé en ce que la caisse de wagon est découplée dynamiquement par rapport au bogie pendant la perturbation en produisant au moyen d'un ou plusieurs détecteurs détectant une ou plusieurs valeurs représentatives de la perturbation un mouvement en direction opposée du mouvement de la perturbation et en appliquant un tel contremouvement de manière réglée et contrôlée entre le bogie et la caisse de wagon tout en utilisant comme activateur pour ce mouvement la même unité motrice que celle pour régler l'angle d'inclinaison au moyen du système de commande de caisse de wagon dépendant de la courbure de la voie.
  2. Procédé selon la revendication 1, caractérisé en ce que le découplage dynamique entre bogie et caisse de wagon se fait à l'aide d'un circuit de réglage de force en cascade du circuit de réglage de position du système de réglage de l'inclinaison, et en ce qu'en cas de besoin pour améliorer d'avantage le découplage ledit circuit de réglage de force est en plus assisté par un signal d'accélération qui est de préférence mesuré sur la structure de support de la caisse de wagon ou sur la caisse de wagon elle-même.
  3. Procédé selon la revendication 1, caractérisé en ce que pour le cas de l'utilisation d'une unité motrice hydraulique à commande par servo-soupapes un circuit de réglage de pression est prévue en cascade du circuit de réglage de position du système de réglage de l'inclinaison et en ce qu'en cas de besoin pour améliorer d'avantage le découplage ledit circuit de réglage de pression est en plus assisté par un signal d'accélération qui est de préférence mesuré sur la structure de support de la caisse de wagon ou sur la caisse de wagon elle-même.
  4. Procédé selon la revendication 1, caractérisé en ce que le découplage dynamique entre bogie et caisse de wagon se fait à l'aide d'un circuit de réglage de l'accélération dont le détecteur est de préférence monté sur la structure de support de la caisse de wagon ou sur la caisse de wagon elle-même.
  5. Procédé selon la revendication 1, caractérisé en ce que pour le cas de l'utilisation d'une unité motrice électromotrice un signal proportionnel à l'accélération de perturbation est introduit dans le circuit de réglage du moteur.
EP95924824A 1994-07-23 1995-07-24 Procede permettant de stabiliser transversalement des vehicules sur rails avec commande de caisse de wagon dependant de la courbure de la voie Expired - Lifetime EP0720556B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4426166A DE4426166A1 (de) 1994-07-23 1994-07-23 Verfahren zur Querstabilisierung von Schienenfahrzeugen mit gleisbogenabhängiger Wagenkastensteuerung
DE4426166 1994-07-23
PCT/CH1995/000169 WO1996003303A1 (fr) 1994-07-23 1995-07-24 Procede permettant de stabiliser transversalement des vehicules sur rails avec commande de caisse de wagon dependant de la courbure de la voie

Publications (2)

Publication Number Publication Date
EP0720556A1 EP0720556A1 (fr) 1996-07-10
EP0720556B1 true EP0720556B1 (fr) 1998-09-23

Family

ID=6523990

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95924824A Expired - Lifetime EP0720556B1 (fr) 1994-07-23 1995-07-24 Procede permettant de stabiliser transversalement des vehicules sur rails avec commande de caisse de wagon dependant de la courbure de la voie

Country Status (10)

Country Link
EP (1) EP0720556B1 (fr)
AT (1) ATE171426T1 (fr)
BG (1) BG100521A (fr)
CZ (1) CZ117796A3 (fr)
DE (2) DE4426166A1 (fr)
FI (1) FI961275A0 (fr)
HU (1) HUT77506A (fr)
NO (1) NO961177L (fr)
PL (1) PL313516A1 (fr)
WO (1) WO1996003303A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE29621247U1 (de) * 1996-12-06 1997-01-23 Moog GmbH, 71034 Böblingen Elektromotorische Antriebseinrichtung für Schienenfahrzeuge
AT405166B (de) * 1996-12-19 1999-06-25 Siemens Sgp Verkehrstech Gmbh Drehgestell-fahrwerk für ein schienenfahrzeug
KR100512304B1 (ko) * 2003-03-14 2005-09-06 한국철도기술연구원 고속주행용 철도차량의 곡선주로 틸팅을 위한 차체구조
DE102004014904B4 (de) * 2004-03-18 2013-06-13 Railcab Development GmbH Schienenfahrzeug
DE102010008540A1 (de) * 2010-02-18 2011-08-18 Bombardier Transportation GmbH, 10785 Aktive Kopplung zwischen Fahrwerk und Wagenkasten bei einem Fahrzeug

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9015109D0 (en) * 1990-07-09 1990-08-29 Gec Alsthom Ltd Damping arrangements
IT1256530B (it) * 1992-02-24 1995-12-07 Fiat Ferroviaria Spa Sistema per il controllo della rotazione della cassa di un veicolo ferroviario attorno ad un suo asse longitudinale.
DE4234535A1 (de) * 1992-10-14 1994-04-21 Abb Henschel Waggon Union Laufwerk für Schienenfahrzeuge
DE4311521C1 (de) * 1993-04-07 1994-04-21 Talbot Waggonfab Wankstütze für Schienenfahrzeuge
DE9313792U1 (de) * 1993-09-14 1993-11-18 Deutsche Aerospace AG, 80804 München Vorrichtung zur gleisbogenabhängigen Wagenkastensteuerung

Also Published As

Publication number Publication date
ATE171426T1 (de) 1998-10-15
FI961275A (fi) 1996-03-20
FI961275A0 (fi) 1996-03-20
BG100521A (en) 1997-03-31
NO961177D0 (no) 1996-03-22
HUT77506A (hu) 1998-05-28
PL313516A1 (en) 1996-07-08
EP0720556A1 (fr) 1996-07-10
HU9601045D0 (en) 1996-06-28
DE4426166A1 (de) 1996-04-18
WO1996003303A1 (fr) 1996-02-08
NO961177L (no) 1996-03-22
CZ117796A3 (en) 1996-08-14
DE59503690D1 (de) 1998-10-29

Similar Documents

Publication Publication Date Title
DE69019349T2 (de) Einrichtung für die aufhängung eines fahrzeuges.
DE4414022C2 (de) Aktives Federungssystem
DE69312259T2 (de) Fliehkräfte aktiv-ausgleichende Aufhängung für Schienenfahrzeuge
DE4311521C1 (de) Wankstütze für Schienenfahrzeuge
EP0819078A1 (fr) Dispositif servant a compenser les forces transversales agissant sur un vehicule sur rails
EP1451030B1 (fr) Reglage de position d'un corps de voiture d'un vehicule
DE102004013308B3 (de) Fahrzeugsitz für einen Personenkraftwagen
EP0344445B1 (fr) Suspension pour véhicules
DE2127047C3 (de) Regelanordnung zur dynamischen Entkopplung eines schienengebundenen Fahrzeuges von seinen Schienen
EP0720556B1 (fr) Procede permettant de stabiliser transversalement des vehicules sur rails avec commande de caisse de wagon dependant de la courbure de la voie
EP0736439B1 (fr) Train de roulement pour véhicules ferroviaires
DE69521680T2 (de) Ein Schienenfahrzeug mit Wagenkasten mit einstellbarer Neigung
DE68911532T2 (de) Kraftanlenkungsvorrichtung zur neigung oder querstabilisierung eines fahrzeugoberbaus.
DE3711907A1 (de) Gleisbogenabhaengige wagenkastenneigungssteuerung fuer luftfeder-drehgestelle
EP0219663B1 (fr) Suspension active à ressorts, en particulier pour train à grande vitesse
EP0860341B1 (fr) Méthode et dispositif de commande et/ou régulation des systèmes d'inclinaison des caisses des véhicules
DE4436137A1 (de) Verfahren zum Steuern der Querverschiebung eines Schienenfahrzeugs gegenüber seinem Fahrwerk
DE19542369C2 (de) Pendelsystem für Schienenfahrzeuge
DE69029482T2 (de) Schienenfahrzeuge
DE19820865A1 (de) Aktives Abstützsystem für schienengebundene Fahrzeuge
DE2040922A1 (de) Querfederung des Aufbaus von Schienenfahrzeugen
DE60016211T2 (de) Schienenfahrzeug
AT500703B1 (de) Neigevorrichtung für ein schienenfahrzeug
DE19753355C2 (de) Verfahren und Vorrichtung zur Steuerung und/oder Regelung von Wagenkasten-Neigesystemen
DE19828900C2 (de) Gliederfahrzeug

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19960320

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH DE DK ES FR GB GR IE IT LI NL PT SE

AX Request for extension of the european patent

Free format text: LT PAYMENT 960320;LV PAYMENT 960320;SI PAYMENT 960320

RAX Requested extension states of the european patent have changed

Free format text: LT PAYMENT 960320;LV PAYMENT 960320;SI PAYMENT 960320

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

17Q First examination report despatched

Effective date: 19980204

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE CH DE DK ES FR GB GR IE IT LI NL PT SE

AX Request for extension of the european patent

Free format text: LT PAYMENT 960320;LV PAYMENT 960320;SI PAYMENT 960320

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 19980923

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRE;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.SCRIBED TIME-LIMIT

Effective date: 19980923

Ref country code: GR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19980923

Ref country code: FR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 19980923

Ref country code: ES

Free format text: THE PATENT HAS BEEN ANNULLED BY A DECISION OF A NATIONAL AUTHORITY

Effective date: 19980923

REF Corresponds to:

Ref document number: 171426

Country of ref document: AT

Date of ref document: 19981015

Kind code of ref document: T

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REF Corresponds to:

Ref document number: 59503690

Country of ref document: DE

Date of ref document: 19981029

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: TROESCH SCHEIDEGGER WERNER AG

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: GERMAN

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 19981223

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 19981223

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 19981223

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 19981229

EN Fr: translation not filed
NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 19990721

Year of fee payment: 5

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 19990727

Year of fee payment: 5

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19990731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19990820

26N No opposition filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 19990930

Year of fee payment: 5

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

BERE Be: lapsed

Owner name: FIAT-SIG SCHIENENFAHRZEUGE A.G.

Effective date: 19990731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20000724

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20000724

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20000731

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20000731

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20000724

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20020727

Year of fee payment: 8

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20040203